Airbag deployment control based on seat parameters

ABSTRACT

Airbag control arrangement for a vehicle including an airbag system having at least one airbag, a seat for occupancy by an occupant to be protected by the airbag(s), a seat position sensor system for determining the seat&#39;s position, and a control system for controlling deployment of the airbag(s). The control system is coupled to the seat position sensor system and determines deployment for the airbag(s) based on the determined position of the seat. Deployment of each airbag may be based only on the determined position of the seat, i.e., not based on information about the occupant or occupying item of the seat. The control system can suppress deployment of the airbag(s) or provide for a depowered deployment when the seat position sensor system indicates that the seat is in a forwardmost position.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is:

1. a continuation-in-part (CIP) of U.S. patent application Ser. No.10/058,706 filed Jan. 28, 2002 which is a CIP of U.S. patent applicationSer. No. 09/639,299 filed Aug. 15, 2000, now U.S. Pat. No. 6,422,595,which is:

-   -   A. a CIP of U.S. patent application Ser. No. 08/905,877 filed        Aug. 4, 1997, now U.S. Pat. No. 6,186,537, which is a        continuation of U.S. patent application Ser. No. 08/505,036        filed Jul. 21, 1995, now U.S. Pat. No. 5,653,462, which is a        continuation of U.S. patent application Ser. No. 08/040,978        filed Mar. 31, 1993, now abandoned, which is a CIP of U.S.        patent application Ser. No. 07/878,571 filed May 5, 1992, now        abandoned;    -   B. a CIP of U.S. patent application Ser. No. 09/409,625 filed        Oct. 1, 1999, now U.S. Pat. No. 6,270,116, which is a CIP of        U.S. patent application Ser. No. 08/905,877 filed Aug. 4, 1997,        now U.S. Pat. No. 6,186,537, the history of which is set forth        above;    -   C. a CIP of U.S. patent application Ser. No. 09/448,337 filed        Nov. 23, 1999, now U.S. Pat. No. 6,283,503, which is a CIP of        U.S. patent application Ser. No. 08/905,877 filed Aug. 4, 1997,        now U.S. Pat. No. 6,186,537, the history of which is set forth        above; and    -   D. a CIP part of U.S. patent application Ser. No. 09/448,338        filed Nov. 23, 1999, now U.S. Pat. No. 6,168,198, which is a CIP        of U.S. patent application Ser. No. 08/905,877 filed Aug. 4,        1997, now U.S. Pat. No. 6,186,537, the history of which is set        forth above; and

2. a CIP of U.S. patent application Ser. No. 10/365,129 filed Feb. 12,2003 which is a CIP of U.S. patent application Ser. No. 10/114,533 filedApr. 2, 2002, now U.S. Pat. No. 6,942,248, which is a CIP of U.S. patentapplication Ser. No. 10/058,706 filed Jan. 28, 2002, the history ofwhich is set forth above; and

3. a CIP of U.S. patent application Ser. No. 10/413,426 filed Apr. 14,2003 which is a CIP of U.S. patent application Ser. No. 10/114,533 filedApr. 2, 2002, now U.S. Pat. No. 6,942,248, the history of which is setforth above; and

4. a CIP of U.S. patent application Ser. No. 10/733,957 filed Dec.11,2003 which is a CIP of U.S. patent application Ser. No. 10/114,533filed Apr. 2, 2002, now U.S. Pat. No. 6,942,248, the history of which isset forth above;

5. a CIP of U.S. patent application Ser. No. 10/931,288 filed Aug. 31,2004 which is:

-   -   A. a CIP of U.S. patent application Ser. No. 09/639,303 filed        Aug. 16, 2000, now U.S. Pat. No. 6,910,711, which is:        -   1) a CIP of U.S. patent application Ser. No. 08/905,877            filed Aug. 4, 1997, now U.S. Pat. No. 6,186,537, the history            of which is set forth above;        -   2) a CIP of U.S. patent application Ser. No. 09/409,625            filed Oct. 1, 1999, now U.S. Pat. No. 6,270,116, which is a            CIP of U.S. patent application Ser. No. 08/905,877 filed            Aug. 4, 1997, now U.S. Pat. No. 6,186,537, the history of            which is set forth above;        -   3) a CIP of U.S. patent application Ser. No. 09/448,337            filed Nov. 23, 1999, now U.S. Pat. No. 6,283,503, which is a            CIP of U.S. patent application Ser. No. 08/905,877 filed            Aug. 4, 1997, now U.S. Pat. No. 6,186,537, the history of            which is set forth above; and        -   4) a CIP of U.S. patent application Ser. No. 09/448,338            filed Nov. 23, 1999, now U.S. Pat. No. 6,168,198, which is a            CIP of U.S. patent application Ser. No. 08/905,877 filed            Aug. 4, 1997, now U.S. Pat. No. 6,186,537, the history of            which is set forth above;    -   B. a CIP of U.S. patent application Ser. No. 10/114,533 filed        Apr. 2, 2002, now U.S. Pat. No. 6,942,248, which is a CIP of        U.S. patent application Ser. No. 10/058,706 filed Jan. 28, 2002,        the history of which is set forth above; and    -   C. a CIP of U.S. patent application Ser. No. 10/234,067 filed        Sep. 3, 2002, now U.S. Pat. No. 6,869,100, which is a CIP of        U.S. patent application Ser. No. 09/778,137, filed Feb. 7, 2001,        now U.S. Pat. No. 6,513,830, which is a continuation of U.S.        patent application Ser. No. 08/905,877 filed Aug. 4, 1997, now        U.S. Pat. No. 6,186,537, the history of which is set forth        above;

6. a CIP of U.S. patent application Ser. No. 10/940,881 filed Sep. 13,2004 which is:

-   -   A. a CIP of U.S. patent application Ser. No. 09/639,303 filed        Aug. 16, 2000, now U.S. Pat. No. 6,910,711, the history of which        is set forth above;    -   B. a CIP of U.S. patent application Ser. No. 10/114,533 filed        Apr. 2, 2002, now U.S. Pat. No. 6,942,248, the history of which        is set forth above; and    -   C. a CIP of U.S. patent application Ser. No. 10/234,067 filed        Sep. 3, 2002, now U.S. Pat. No. 6,869,100, the history of which        is set forth above.

FIELD OF THE INVENTION

The present invention relates generally to systems and methods forcontrolling deployment of an occupant protection apparatus in a vehiclein the event of a crash involving the vehicle, for example, an airbag.

The present invention also relates generally to systems and methods forcontrolling deployment of an occupant protection apparatus in a vehiclebased on the parameters of a seat in the vehicle, and its accessories,namely a seatbelt, without requiring information about an occupant ofthe seat.

BACKGROUND OF THE INVENTION

A detailed background of the invention is found in the parentapplication, U.S. patent application Ser. No. 10/931,288, incorporatedby reference herein.

OBJECTS AND SUMMARY OF THE INVENTION

It is an object of the present invention to provide new and improvedsystems and methods for controlling deployment of an occupant protectionapparatus in the event of a crash involving the vehicle, for example, anairbag.

It is a further object of the invention to provide new and improvedsystems and methods for controlling deployment of an occupant protectionapparatus based on the parameters of a seat in the vehicle, and itsaccessories, namely a seatbelt, without requiring information about anoccupant of the seat.

In order to achieve at least one of these objects and others, a vehiclein accordance with the invention includes an airbag system including atleast one airbag having variable deployment parameters, a seat foroccupancy by an occupant to be protected by one or more of the airbags,a seat position sensor system arranged to determine the position of theseat, and a control system for controlling deployment of the airbag(s).The control system is coupled to the seat position sensor system anddetermines deployment for the airbag(s) based on the determined positionof the seat. By variable deployment parameters for the airbag(s), it ismeant that the airbag can be deployed in more than one way.

Deployment of each airbag may be based only on the determined positionof the seat, i.e., not based on information about the occupant oroccupying item of the seat. The control system may be arranged tosuppress deployment of the airbag(s) or provide for a depowereddeployment of the airbag(s) when the seat position sensor systemindicates that the seat is in a forwardmost position. A crash sensorsystem is typically provided to detect a crash involving the vehicle andis coupled to the control system.

In one embodiment, a seatbelt spool-out sensor system is arranged todetermine a spooled-out length of a seatbelt associated with the seat orpart thereof. In this case, the control system is coupled to thespool-out sensor system and determines deployment for each airbag basedon the determined position of the seat and the determined spooled-outlength of the seatbelt.

In another embodiment, a seat back angle sensor system is arranged todetermine an angle between a back portion and a bottom portion of theseat. In this case, the control system is coupled to the seat back anglesensor system and determines deployment for each airbag based only onthe determined position of the seat and the determined angle between theback portion and the bottom portion.

In another embodiment, a seat belt buckle sensor system is arranged todetermine whether a seatbelt associated with the seat is buckled. Inthis case, the control system is coupled to the seat belt buckle sensorsystem and determines deployment for each airbag based only on thedetermined position of the seat and whether the seatbelt is buckled.

Combinations of these sensor systems are possible. For example, inanother embodiment, both a seatbelt spool-out sensor system and a seatback angle sensor system are provided and the control system determinesdeployment for each airbag based only on the determined position of theseat, the determined spooled-out length of the seatbelt and thedetermined angle between the seat back and the bottom portion.

Another embodiment of a vehicle in accordance with the inventionincludes an airbag system including at least one airbag having variabledeployment parameters, a seat for occupancy by an occupant to beprotected by one or more of the airbags, a seat sensor system arrangedto determine parameters relating to the seat; and a control system forcontrolling deployment of the airbag(s). The control system is coupledto the seat sensor system and determines deployment parameters for eachairbag based only on the determined parameters relating to the seat andnot on parameters relating to the occupant of the seat. For a typicalseat including a bottom portion, a back portion arranged at an angle tothe bottom portion and an associated seatbelt having a buckle, theparameters determinable by the seat sensor system can include a positionof the bottom portion of the seat, an angle between the bottom portionand the back portion, a spooled-out length of the seatbelt, and/orwhether the buckle is fastened. To wit, a seat position sensordetermines a position of the seat, a seatbelt spool-out sensordetermines a spooled-out length of the seatbelt, a seat back anglesensor determines an angle between the back portion and the bottomportion, and a seat belt buckle sensor system determines whether theseatbelt is buckled.

A method for controlling deployment of an airbag in a vehicle inaccordance with the invention includes determining a position of a seatof an occupant to be protected by the airbag, and determining deploymentfor the airbag based on the determined position of the seat. Deploymentof the airbag may be based only on the determined position of the seat.

Additionally, a spooled-out length of a seatbelt associated with theseat can be determined and deployment for the airbag determined based onthe determined position of the seat and the determined spooled-outlength of the seatbelt. Alternatively, an angle between a back portionand a bottom portion of the seat can be determined in which case,deployment for the airbag may be determined based only on the determinedposition of the seat and the determined angle between the back portionand the bottom portion. Alternatively, it can be determined whether aseatbelt associated with the seat is buckled and then deployment for theairbag determined based only on the determined position of the seat andwhether the seatbelt is buckled.

Another method for controlling deployment of an airbag in a vehicle inaccordance with the invention includes determining parameters relatingto a seat of an occupant to be protected by the airbag, and determiningdeployment for the airbag based only on the determined parametersrelating to the seat and not on parameters relating to the occupant ofthe seat. The step of determining parameters relating to the seat mayentail determining a position of a bottom portion of the seat,determining an angle between a bottom portion and a back portion of theseat, determining a spooled-out length of a seatbelt associated with theseat, and/or determining whether a buckle of a seatbelt associated withthe seat is fastened.

Instead of an airbag system, other occupant protection or restraintdevices could be deployed or actuated in the same manner by the controlsystem, i.e., based on parameters of the seat and/or accessoriesthereto, i.e., the seatbelt and its buckle.

Other and further objects, advantages and features of the presentinvention will be understood by reference to the following specificationin conjunction with the annexed drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings are illustrative of embodiments of the systemdeveloped or adapted using the teachings of at least one of theinventions disclosed herein and are not meant to limit the scope of theinvention as encompassed by the claims. In particular, the illustrationsbelow are frequently limited to the monitoring of the front passengerseat for the purpose of describing the system. Naturally, the inventionapplies as well to adapting the system to the other seating positions inthe vehicle and particularly to the driver and rear passenger positions.

FIG. 1 is a side view with parts cutaway and removed of a vehicleshowing the passenger compartment containing a rear facing child seat onthe front passenger seat and a preferred mounting location for anoccupant and rear facing child seat presence detector including anantenna field sensor and a resonator or reflector placed onto theforward most portion of the child seat.

FIG. 2 is a side view with parts cutaway and removed showingschematically the interface between the vehicle interior monitoringsystem of at least one of the inventions disclosed herein and thevehicle cellular or other telematics communication system including anantenna field sensor.

FIG. 3 is a side view with parts cutaway and removed of a vehicleshowing the passenger compartment containing a box on the frontpassenger seat and a preferred mounting location for an occupant andrear facing child seat presence detector and including an antenna fieldsensor.

FIG. 4 is a side view with parts cutaway and removed of a vehicleshowing the passenger compartment containing a driver and a preferredmounting location for an occupant identification system and including anantenna field sensor and an inattentiveness response button.

FIG. 5 is a side view, with certain portions removed or cut away, of aportion of the passenger compartment of a vehicle showing severalpreferred mounting locations of occupant position sensors for sensingthe position of the vehicle driver.

FIG. 6 shows a seated-state detecting unit in accordance with thepresent invention and the connections between ultrasonic orelectromagnetic sensors, a weight sensor, a reclining angle detectingsensor, a seat track position detecting sensor, a heartbeat sensor, amotion sensor, a neural network, and an airbag system installed within avehicular compartment.

FIG. 6A is an illustration as in FIG. 6 with the replacement of a straingage weight sensor within a cavity within the seat cushion for thebladder weight sensor of FIG. 6.

FIG. 7 is a perspective view of a vehicle showing the position of theultrasonic or electromagnetic sensors relative to the driver and frontpassenger seats.

FIG. 8A is a side planar view, with certain portions removed or cutaway, of a portion of the passenger compartment of a vehicle showingseveral preferred mounting locations of interior vehicle monitoringsensors shown particularly for sensing the vehicle driver illustratingthe wave pattern from a CCD or CMOS optical position sensor mountedalong the side of the driver or centered above his or her head.

FIG. 8B is a view as in FIG. 8A illustrating the wave pattern from anoptical system using an infrared light source and a CCD or CMOS arrayreceiver using the windshield as a reflection surface and showingschematically the interface between the vehicle interior monitoringsystem of at least one of the inventions disclosed herein and aninstrument panel mounted inattentiveness warning light or buzzer andreset button.

FIG. 8C is a view as in FIG. 8A illustrating the wave pattern from anoptical system using an infrared light source and a CCD or CMOS arrayreceiver where the CCD or CMOS array receiver is covered by a lenspermitting a wide angle view of the contents of the passengercompartment.

FIG. 8D is a view as in FIG. 8A illustrating the wave pattern from apair of small CCD or CMOS array receivers and one infrared transmitterwhere the spacing of the CCD or CMOS arrays permits an accuratemeasurement of the distance to features on the occupant.

FIG. 8E is a view as in FIG. 8A illustrating the wave pattern from a setof ultrasonic transmitter/receivers where the spacing of the transducersand the phase of the signal permits an accurate focusing of theultrasonic beam and thus the accurate measurement of a particular pointon the surface of the driver.

FIG. 9 is a circuit diagram of the seated-state detecting unit of thepresent invention.

FIGS. 10( a), 10(b) and 10(c) are each a diagram showing theconfiguration of the reflected waves of an ultrasonic wave transmittedfrom each transmitter of the ultrasonic sensors toward the passengerseat, obtained within the time that the reflected wave arrives at areceiver, FIG. 10( a) showing an example of the reflected waves obtainedwhen a passenger is in a normal seated-state, FIG. 10( b) showing anexample of the reflected waves obtained when a passenger is in anabnormal seated-state (where the passenger is seated too close to theinstrument panel), and FIG. 10( c) showing a transmit pulse.

FIG. 11 is a diagram of the data processing of the reflected waves fromthe ultrasonic or electromagnetic sensors.

FIG. 12A is a functional block diagram of the ultrasonic imaging systemillustrated in FIG. 1 using a microprocessor, DSP or field programmablegate array (FGPA).

FIG. 12B is a functional block diagram of the ultrasonic imaging systemillustrated in FIG. 1 using an application specific integrated circuit(ASIC).

FIG. 13 is a cross section view of a steering wheel and airbag moduleassembly showing a preferred mounting location of an ultrasonic wavegenerator and receiver.

FIG. 14 is a partial cutaway view of a seatbelt retractor with a spoolout sensor utilizing a shaft encoder.

FIG. 15 is a side view of a portion of a seat and seat rail showing aseat position sensor utilizing a potentiometer.

FIG. 16 is a circuit schematic illustrating the use of the occupantposition sensor in conjunction with the remainder of the inflatablerestraint system.

FIG. 17 is a schematic illustrating the circuit of an occupantposition-sensing device using a modulated infrared signal, beatfrequency and phase detector system.

FIG. 18 a flowchart showing the training steps of a neural network.

FIG. 19( a) is an explanatory diagram of a process for normalizing thereflected wave and shows normalized reflected waves.

FIG. 19( b) is a diagram similar to FIG. 19( a) showing a step ofextracting data based on the normalized reflected waves and a step ofweighting the extracted data by employing the data of the seat trackposition detecting sensor, the data of the reclining angle detectingsensor, and the data of the weight sensor.

FIG. 20 is a perspective view of the interior of the passengercompartment of an automobile, with parts cut away and removed, showing avariety of transmitters that can be used in a phased array system.

FIG. 21 is a perspective view of a vehicle containing an adult occupantand an occupied infant seat on the front seat with the vehicle shown inphantom illustrating one preferred location of the transducers placedaccording to the methods taught in at least one of the inventionsdisclosed herein.

FIG. 22 is a schematic illustration of a system for controllingoperation of a vehicle or a component thereof based on recognition of anauthorized individual.

FIG. 23 is a schematic illustration of a method for controllingoperation of a vehicle based on recognition of an individual.

FIG. 24 is a schematic illustration of the environment monitoring inaccordance with the invention.

FIG. 25 is a diagram showing an example of an occupant sensing strategyfor a single camera optical system.

FIG. 26 is a processing block diagram of the example of FIG. 25.

FIG. 27 is a side view, with certain portions removed or cut away, of aportion of the passenger compartment of a vehicle showing preferredmounting locations of optical interior vehicle monitoring sensors

FIG. 28 is a side view with parts cutaway and removed of a subjectvehicle and an oncoming vehicle, showing the headlights of the oncomingvehicle and the passenger compartment of the subject vehicle, containingdetectors of the driver's eyes and detectors for the headlights of theoncoming vehicle and the selective filtering of the light of theapproaching vehicle's headlights through the use of electro-chromicglass, organic or metallic semiconductor polymers or electrophericparticulates (SPD) in the windshield.

FIG. 28A is an enlarged view of the section 28A in FIG. 28.

FIG. 29 is a side view with parts cutaway and removed of a vehicle and afollowing vehicle showing the headlights of the following vehicle andthe passenger compartment of the leading vehicle containing a driver anda preferred mounting location for driver eyes and following vehicleheadlight detectors and the selective filtering of the light of thefollowing vehicle's headlights through the use of electrochromic glass,SPD glass or equivalent, in the rear view mirror.

FIG. 29A is an enlarged view of the section designated 29A in FIG. 29.

FIG. 29B is an enlarged view of the section designated 29B in FIG. 29A.

FIG. 30 illustrates the interior of a passenger compartment with a rearview mirror, a camera for viewing the eyes of the driver and a largegenerally transparent visor for glare filtering.

FIG. 31 is a flow chart of the environment monitoring in accordance withthe invention.

FIG. 32 is a schematic drawing of one embodiment of an occupantrestraint device control system in accordance with the invention.

FIG. 33 is a flow chart of the operation of one embodiment of anoccupant restraint device control method in accordance with theinvention.

FIG. 34 is a side view with parts cutaway and removed of a seat in thepassenger compartment of a vehicle showing the use of resonators orreflectors to determine the position of the seat.

FIG. 35 is a side view with parts cutaway and removed of a vehicleshowing the passenger compartment containing a driver and a preferredmounting location for an occupant position sensor for use in sideimpacts and also of a rear of occupant's head locator for use with aheadrest adjustment system to reduce whiplash injuries in rear impactcrashes.

FIG. 36 is a perspective view of a vehicle about to impact the side ofanother vehicle showing the location of the various parts of theanticipatory sensor system of at least one of the inventions disclosedherein.

FIG. 37 is a circuit schematic illustrating the use of the vehicleinterior monitoring sensor used as an occupant position sensor inconjunction with the remainder of the inflatable restraint system.

FIG. 37A shows a flowchart of the manner in which an airbag or otheroccupant restraint or protection device may be controlled based on theposition of an occupant.

FIG. 38 is a diagram of one exemplifying embodiment of the invention.

FIG. 39 is a schematic view of overall telematics system in accordancewith the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

A patent or literature referred to below is incorporated by reference inits entirety to the extent the disclosure of these reference isnecessary. Also note that although many of the examples below relate toa particular vehicle, an automobile, the invention is not limited to anyparticular vehicle and is thus applicable to all relevant vehiclesincluding shipping containers and truck trailers and to all compartmentsof a vehicle including, for example, the passenger compartment and thetrunk of an automobile or truck.

1. General Occupant Sensors

Referring to the accompanying drawings, FIG. 1 is a side view, withparts cutaway and removed of a vehicle showing the passengercompartment, or passenger container, containing a rear facing child seat2 on a front passenger seat 4 and a preferred mounting location for afirst embodiment of a vehicle interior monitoring system in accordancewith the invention. The interior monitoring system is capable ofdetecting the presence of an object, occupying objects such as a box, anoccupant or a rear facing child seat 2, determining the type of object,determining the location of the object, and/or determining anotherproperty or characteristic of the object. A property of the object couldbe the orientation of a child seat, the velocity of an adult and thelike. For example, the vehicle interior monitoring system can determinethat an object is present on the seat, that the object is a child seatand that the child seat is rear-facing. The vehicle interior monitoringsystem could also determine that the object is an adult, that he isdrunk and that he is out of position relative to the airbag.

In this embodiment, three transducers 6, 8 and 10 are used alone, or,alternately in combination with one or more antenna near fieldmonitoring sensors or transducers, 12, 14 and 16, although any number ofwave-transmitting transducers or radiation-receiving receivers may beused. Such transducers or receivers may be of the type that emit orreceive a continuous signal, a time varying signal or a spatial varyingsignal such as in a scanning system and each may comprise only atransmitter which transmits energy, waves or radiation, only a receiverwhich receives energy, waves or radiation, both a transmitter and areceiver capable of transmitting and receiving energy, waves orradiation, an electric field sensor, a capacitive sensor, or aself-tuning antenna-based sensor, weight sensor, chemical sensor, motionsensor or vibration sensor, for example.

One particular type of radiation-receiving receiver for use in theinvention receives electromagnetic waves and another receives ultrasonicwaves.

In an ultrasonic embodiment, transducer 8 can be used as a transmitterand transducers 6 and 10 can be used as receivers. Naturally, othercombinations can be used such as where all transducers are transceivers(transmitters and receivers). For example, transducer 8 can beconstructed to transmit ultrasonic energy toward the front passengerseat, which is modified, in this case by the occupying item of thepassenger seat, i.e., the rear facing child seat 2, and the modifiedwaves are received by the transducers 6 and 10, for example. A morecommon arrangement is where transducers 6, 8 and 10 are alltransceivers. Modification of the ultrasonic energy may constitutereflection of the ultrasonic energy as the ultrasonic energy isreflected back by the occupying item of the seat. The waves received bytransducers 6 and 10 vary with time depending on the shape of the objectoccupying the passenger seat, in this case the rear facing child seat 2.Each different occupying item will reflect back waves having a differentpattern. Also, the pattern of waves received by transducer 6 will differfrom the pattern received by transducer 10 in view of its differentmounting location. This difference generally permits the determinationof location of the reflecting surface (i.e., the rear facing child seat2) through triangulation. Through the use of two transducers 6, 10, asort of stereographic image is received by the two transducers andrecorded for analysis by processor 20, which is coupled to thetransducers 6, 8, 10, e.g., by wires or wirelessly. This image willdiffer for each object that is placed on the vehicle seat and it willalso change for each position of a particular object and for eachposition of the vehicle seat. Elements 6, 8, 10, although described astransducers, are representative of any type of component used in awave-based analysis technique. Also, although the example of anautomobile passenger compartment has been shown, the same principle canbe used for monitoring the interior of any vehicle including inparticular shipping containers and truck trailers.

Wave-type sensors as the transducers 6, 8, 10 as well as electric fieldsensors 12, 14, 16 are mentioned above. Electric field sensors and wavesensors are essentially the same from the point of view of sensing thepresence of an occupant in a vehicle. In both cases, a time varyingelectric field is disturbed or modified by the presence of the occupant.At high frequencies in the visual, infrared and high frequency radiowave region, the sensor is based on its capability to sense a change ofwave characteristics of the electromagnetic field, such as amplitude,phase or frequency. As the frequency drops, other characteristics of thefield are measured. At still lower frequencies, the occupant'sdielectric properties modify parameters of the reactive electric fieldin the occupied space between or near the plates of a capacitor. In thislatter case, the sensor senses the change in charge distribution on thecapacitor plates by measuring, for example, the current wave magnitudeor phase in the electric circuit that drives the capacitor. Thesemeasured parameters are directly connected with parameters of thedisplacement current in the occupied space. In all cases, the presenceof the occupant reflects, absorbs or modifies the waves or variations inthe electric field in the space occupied by the occupant. Thus, for thepurposes of at least one of the inventions disclosed herein,capacitance, electric field or electromagnetic wave sensors areequivalent and although they are all technically “field” sensors theywill be considered as “wave” sensors herein. What follows is adiscussion comparing the similarities and differences between two typesof field or wave sensors, electromagnetic wave sensors and capacitivesensors as exemplified by Kithil in U.S. Pat. No. 5,702,634.

An electromagnetic field disturbed or emitted by a passenger in the caseof an electromagnetic wave sensor, for example, and the electric fieldsensor of Kithil, for example, are in many ways similar and equivalentfor the purposes of at least one of the inventions disclosed herein. Theelectromagnetic wave sensor is an actual electromagnetic wave sensor bydefinition because they sense parameters of an electromagnetic wave,which is a coupled pair of continuously changing electric and magneticfields. The electric field here is not a static, potential one. It isessentially a dynamic, rotational electric field coupled with a changingmagnetic one, that is, an electromagnetic wave. It cannot be produced bya steady distribution of electric charges. It is initially produced bymoving electric charges in a transmitter, even if this transmitter is apassenger body for the case of a passive infrared sensor.

In the Kithil sensor, a static electric field is declared as an initialmaterial agent coupling a passenger and a sensor (see Column 5, lines5-7: “The proximity sensor 12 each function by creating an electrostaticfield between oscillator input loop 54 and detector output loop 56,which is affected by presence of a person near by, as a result ofcapacitive coupling, . . . ”). It is a potential, non-rotationalelectric field. It is not necessarily coupled with any magnetic field.It is the electric field of a capacitor. It can be produced with asteady distribution of electric charges. Thus, it is not anelectromagnetic wave by definition but if the sensor is driven by avarying current, then it produces a quasistatic electric field in thespace between/near the plates of the capacitor.

Kithil declares that his capacitance sensor uses a static electricfield. Thus, from the consideration above, one can conclude thatKithil's sensor cannot be treated as a wave sensor because there are noactual electromagnetic waves but only a static electric field of thecapacitor in the sensor system. However, this is not believed to be thecase. The Kithil system could not operate with a true static electricfield because a steady system does not carry any information. Therefore,Kithil is forced to use an oscillator, causing an alternate current inthe capacitor and a reactive quasi-static electric field in the spacebetween the capacitor plates, and a detector to reveal an informativechange of the sensor capacitance caused by the presence of an occupant(see FIG. 7 and its description). In this case, the system becomes a“wave sensor” in the sense that it starts generating an actualtime-varying electric field that certainly originates electromagneticwaves according to the definition above. That is, Kithil's sensor can betreated as a wave sensor regardless of the shape of the electric fieldthat it creates, a beam or a spread shape.

As follows from the Kithil patent, the capacitor sensor is likely aparametric system where the capacitance of the sensor is controlled bythe influence of the passenger body. This influence is transferred bymeans of the near electromagnetic field (i.e., the wave-like process)coupling the capacitor electrodes and the body. It is important to notethat the same influence takes place with a real static electric fieldalso, that is in absence of any wave phenomenon. This would be asituation if there were no oscillator in Kithil's system. However, sucha system is not workable and thus Kithil reverts to a dynamic systemusing time-varying electric fields.

Thus, although Kithil declares that the coupling is due to a staticelectric field, such a situation is not realized in his system becausean alternating electromagnetic field (“quasi-wave”) exists in the systemdue to the oscillator. Thus, his sensor is actually a wave sensor, thatis, it is sensitive to a change of a wave field in the vehicularcompartment. This change is measured by measuring the change of itscapacitance. The capacitance of the sensor system is determined by theconfiguration of its electrodes, one of which is a human body, that is,the passenger inside of and the part which controls the electrodeconfiguration and hence a sensor parameter, the capacitance.

The physics definition of “wave” from Webster's Encyclopedic UnabridgedDictionary is: “11. Physics. A progressive disturbance propagated frompoint to point in a medium or space without progress or advance of thepoints themselves, . . . ”. In a capacitor, the time that it takes forthe disturbance (a change in voltage) to propagate through space, thedielectric and to the opposite plate is generally small and neglectedbut it is not zero. As the frequency driving the capacitor increases andthe distance separating the plates increases, this transmission time asa percentage of the period of oscillation can become significant.Nevertheless, an observer between the plates will see the rise and fallof the electric field much like a person standing in the water of anocean. The presence of a dielectric body between the plates causes thewaves to get bigger as more electrons flow to and from the plates of thecapacitor. Thus, an occupant affects the magnitude of these waves whichis sensed by the capacitor circuit. Thus, the electromagnetic field is amaterial agent that carries information about a passenger's position inboth Kithil's and a beam-type electromagnetic wave sensor.

For ultrasonic systems, the “image” recorded from each ultrasonictransducer/receiver, is actually a time series of digitized data of theamplitude of the received signal versus time. Since there are tworeceivers, two time series are obtained which are processed by theprocessor 20. The processor 20 may include electronic circuitry andassociated, embedded software. Processor 20 constitutes one form ofgenerating means in accordance with the invention which generatesinformation about the occupancy of the passenger compartment based onthe waves received by the transducers 6, 8, 10.

When different objects are placed on the front passenger seat, theimages from transducers 6, 8, 10 for example, are different but thereare also similarities between all images of rear facing child seats, forexample, regardless of where on the vehicle seat it is placed andregardless of what company manufactured the child seat. Alternately,there will be similarities between all images of people sitting on theseat regardless of what they are wearing, their age or size. The problemis to find the “rules” which differentiate the images of one type ofobject from the images of other types of objects, e.g., whichdifferentiate the occupant images from the rear facing child seatimages. The similarities of these images for various child seats arefrequently not obvious to a person looking at plots of the time seriesand thus computer algorithms are developed to sort out the variouspatterns. For a more detailed discussion of pattern recognition see USRE 37260 to Varga et al.

The determination of these rules is important to the pattern recognitiontechniques used in at least one of the inventions disclosed herein. Ingeneral, three approaches have been useful, artificial intelligence,fuzzy logic and artificial neural networks (including cellular andmodular or combination neural networks and support vectormachines—although additional types of pattern recognition techniques mayalso be used, such as sensor fusion). In some implementations of atleast one of the inventions disclosed herein, such as the determinationthat there is an object in the path of a closing window as describedbelow, the rules are sufficiently obvious that a trained researcher cansometimes look at the returned signals and devise a simple algorithm tomake the required determinations. In others, such as the determinationof the presence of a rear facing child seat or of an occupant,artificial neural networks can be used to determine the rules. One suchset of neural network software for determining the pattern recognitionrules is available from the International Scientific Research, Inc. ofPanama City, Panama.

Electromagnetic energy based occupant sensors exist that use manyportions of the electromagnetic spectrum. A system based on theultraviolet, visible or infrared portions of the spectrum generallyoperate with a transmitter and a receiver of reflected radiation. Thereceiver may be a camera or a photo detector such as a pin or avalanchediode as described in detail in above-referenced patents and patentapplications. At other frequencies, the absorption of theelectromagnetic energy is primarily used and at still other frequenciesthe capacitance or electric field influencing effects are used.Generally, the human body will reflect, scatter, absorb or transmitelectromagnetic energy in various degrees depending on the frequency ofthe electromagnetic waves. All such occupant sensors are includedherein.

In an embodiment wherein electromagnetic energy is used, it is to beappreciated that any portion of the electromagnetic signals thatimpinges upon, surrounds or involves a body portion of the occupant isat least partially absorbed by the body portion. Sometimes, this is dueto the fact that the human body is composed primarily of water, and thatelectromagnetic energy of certain frequencies is readily absorbed bywater. The amount of electromagnetic signal absorption is related to thefrequency of the signal, and size or bulk of the body portion that thesignal impinges upon. For example, a torso of a human body tends toabsorb a greater percentage of electromagnetic energy than a hand of ahuman body.

Thus, when electromagnetic waves or energy signals are transmitted by atransmitter, the returning waves received by a receiver provide anindication of the absorption of the electromagnetic energy. That is,absorption of electromagnetic energy will vary depending on the presenceor absence of a human occupant, the occupant's size, bulk, surfacereflectivity, etc. depending on the frequency, so that different signalswill be received relating to the degree or extent of absorption by theoccupying item on the seat. The receiver will produce a signalrepresentative of the returned waves or energy signals which will thusconstitute an absorption signal as it corresponds to the absorption ofelectromagnetic energy by the occupying item in the seat.

One or more of the transducers 6, 8, 10 can also be image-receivingdevices, such as cameras, which take images of the interior of thepassenger compartment. These images can be transmitted to a remotefacility to monitor the passenger compartment or can be stored in amemory device for use in the event of an accident, i.e., to determinethe status of the occupant(s) of the vehicle prior to the accident. Inthis manner, it can be ascertained whether the driver was fallingasleep, talking on the phone, etc.

A memory device for storing images of the passenger compartment, andalso for receiving and storing any other information, parameters andvariables relating to the vehicle or occupancy of the vehicle, may be inthe form a standardized “black box” (instead of or in addition to amemory part in a processor 20). The IEEE Standards Association iscurrently beginning to develop an international standard for motorvehicle event data recorders. The information stored in the black boxand/or memory unit in the processor 20, can include the images of theinterior of the passenger compartment as well as the number of occupantsand the health state of the occupant(s). The black box would preferablybe tamper-proof and crash-proof and enable retrieval of the informationafter a crash.

Transducer 8 can also be a source of electromagnetic radiation, such asan LED, and transducers 6 and 10 can be CMOS, CCD imagers or otherdevices sensitive to electromagnetic radiation or fields. This “image”or return signal will differ for each object that is placed on thevehicle seat, or elsewhere in the vehicle, and it will also change foreach position of a particular object and for each position of thevehicle seat or other movable objects within the vehicle. Elements 6, 8,10, although described as transducers, are representative of any type ofcomponent used in a wave-based or electric field analysis technique,including, e.g., a transmitter, receiver, antenna or a capacitor plate.

Transducers 12, 14 and 16 can be antennas placed in the seat andinstrument panel, or other convenient location within the vehicle, suchthat the presence of an object, particularly a water-containing objectsuch as a human, disturbs the near field of the antenna. Thisdisturbance can be detected by various means such as with Micrel partsMICREF102 and MICREF104, which have a built-in antenna auto-tunecircuit. Note, these parts cannot be used as is and it is necessary toredesign the chips to allow the auto-tune information to be retrievedfrom the chip.

Other types of transducers can be used along with the transducers 6, 8,10 or separately and all are contemplated by at least one of theinventions disclosed herein, e.g., transducer 79 on the rear view mirrorassembly 55. Such transducers include other wave devices such as radaror electronic field sensing systems such as described in U.S. Pat. No.5,366,241, U.S. Pat. No. 5,602,734, U.S. Pat. No. 5,691,693, U.S. Pat.No. 5,802,479, U.S. Pat. No. 5,844,486, U.S. Pat. No. 6,014,602, andU.S. Pat. No. 6,275,146 to Kithil, and U.S. Pat. No. 5,948,031 toRittmueller. Another technology, for example, uses the fact that thecontent of the near field of an antenna affects the resonant tuning ofthe antenna. Examples of such a device are shown as antennas 12, 14 and16 in FIG. 1. By going to lower frequencies, the near field range isincreased and also at such lower frequencies, a ferrite-type antennacould be used to minimize the size of the antenna. Other antennas thatmay be applicable for a particular implementation include dipole,microstrip, patch, Yagi etc. The frequency transmitted by the antennacan be swept and the (VSWR) voltage and current in the antenna feedcircuit can be measured. Classification by frequency domain is thenpossible. That is, if the circuit is tuned by the antenna, the frequencycan be measured to determine the object in the field.

An alternate system is shown in FIG. 2, which is a side view showingschematically the interface between the vehicle interior monitoringsystem of at least one of the inventions disclosed herein and thevehicle cellular or other communication system 32, such as a satellitebased system such as that supplied by Skybitz, having an associatedantenna 34. In this view, an adult occupant 30 is shown sitting on thefront passenger seat 4 and two transducers 6 and 8 are used to determinethe prescence (or absence) of the occupant on that seat 4. One of thetransducers 8 in this case acts as both a transmitter and receiver whilethe other transducer 6 acts only as a receiver. Alternately, transducer6 could serve as both a transmitter and receiver or the transmittingfunction could be alternated between the two devices. Also, in manycases, more that two transmitters and receivers are used and in stillother cases, other types of sensors, such as weight, chemical,radiation, vibration, acoustic, seatbelt tension sensor or switch,heartbeat, self tuning antennas (12, 14), motion and seat and seatbackposition sensors, are also used alone or in combination with thetransducers 6 and 8. As is also the case in FIG. 1, the transducers 6and 8 are attached to the vehicle embedded in the A-pillar and headlinertrim, where their presence is disguised, and are connected to processor20 that may also be hidden in the trim as shown or elsewhere. Naturally,other mounting locations can also be used and, in most cases, preferredas disclosed in Varga et. al. (US RE 37260).

The transducers 6 and 8 in conjunction with the pattern recognitionhardware and software described below enable the determination of thepresence of an occupant within a short time after the vehicle isstarted. The software is implemented in processor 20 and is packaged ona printed circuit board or flex circuit along with the transducers 6 and8. Similar systems can be located to monitor the remaining seats in thevehicle, also determine the presence of occupants at the other seatinglocations and this result is stored in the computer memory, which ispart of each monitoring system processor 20. Processor 20 thus enables acount of the number of occupants in the vehicle to be obtained byaddition of the determined presence of occupants by the transducersassociated with each seating location, and in fact, can be designed toperform such an addition. Naturally, the principles illustrated forautomobile vehicles are applicable by those skilled in the art to othervehicles such as shipping containers or truck trailers and to othercompartments of an automotive vehicle such as the vehicle trunk.

For a general object, transducers 6, 8, 9, 10 can also be used todetermine the type of object, determine the location of the object,and/or determine another property or characteristic of the object. Aproperty of the object could be the orientation of a child seat, thevelocity of an adult and the like. For example, the transducers 6, 8, 9,10 can be designed to enable a determination that an object is presenton the seat, that the object is a child seat and that the child seat isrear-facing.

The transducers 6 and 8 are attached to the vehicle buried in the trimsuch as the A-pillar trim, where their presence can be disguised, andare connected to processor 20 that may also be hidden in the trim asshown (this being a non-limiting position for the processor 20). TheA-pillar is the roof support pillar that is closest to the front of thevehicle and which, in addition to supporting the roof, also supports thefront windshield and the front door. Other mounting locations can alsobe used. For example, transducers 6, 8 can be mounted inside the seat(along with or in place of transducers 12 and 14), in the ceiling ofvehicle, in the B-pillar, in the C-pillar and in the doors. Indeed, thevehicle interior monitoring system in accordance with the invention maycomprise a plurality of monitoring units, each arranged to monitor aparticular seating location. In this case, for the rear seatinglocations, transducers might be mounted in the B-pillar or C-pillar orin the rear of the front seat or in the rear side doors. Possiblemounting locations for transducers, transmitters, receivers and otheroccupant sensing devices are disclosed in the above-referenced patentapplications and all of these mounting locations are contemplated foruse with the transducers described herein.

The cellular phone or other communications system 32 outputs to anantenna 34. The transducers 6, 8, 12 and 14 in conjunction with thepattern recognition hardware and software, which is implemented inprocessor 20 and is packaged on a printed circuit board or flex circuitalong with the transducers 6 and 8, determine the presence of anoccupant within a few seconds after the vehicle is started, or within afew seconds after the door is closed. Similar systems located to monitorthe remaining seats in the vehicle, also determine the presence ofoccupants at the other seating locations and this result is stored inthe computer memory which is part of each monitoring system processor20.

Periodically and in particular in the event of an accident, theelectronic system associated with the cellular phone system 32interrogates the various interior monitoring system memories and arrivesat a count of the number of occupants in the vehicle, and optionally,even makes a determination as to whether each occupant was wearing aseatbelt and if he or she is moving after the accident. The phone orother communications system then automatically dials the EMS operator(such as 911 or through a telematics service such as OnStar®) and theinformation obtained from the interior monitoring systems is forwardedso that a determination can be made as to the number of ambulances andother equipment to send to the accident site, for example. Such vehicleswill also have a system, such as the global positioning system, whichpermits the vehicle to determine its exact location and to forward thisinformation to the EMS operator. Other systems can be implemented inconjunction with the communication with the emergency services operator.For example, a microphone and speaker can be activated to permit theoperator to attempt to communicate with the vehicle occupant(s) andthereby learn directly of the status and seriousness of the condition ofthe occupant(s) after the accident.

Thus, in basic embodiments of the invention, wave or otherenergy-receiving transducers are arranged in the vehicle at appropriatelocations, trained if necessary depending on the particular embodiment,and function to determine whether a life form is present in the vehicleand if so, how many life forms are present and where they are locatedetc. To this end, transducers can be arranged to be operative at only asingle seating location or at multiple seating locations with aprovision being made to eliminate a repetitive count of occupants. Adetermination can also be made using the transducers as to whether thelife forms are humans, or more specifically, adults, child in childseats, etc. As noted herein, this is possible using pattern recognitiontechniques. Moreover, the processor or processors associated with thetransducers can be trained to determine the location of the life forms,either periodically or continuously or possibly only immediately before,during and after a crash. The location of the life forms can be asgeneral or as specific as necessary depending on the systemrequirements, i.e., a determination can be made that a human is situatedon the driver's seat in a normal position (general) or a determinationcan be made that a human is situated on the driver's seat and is leaningforward and/or to the side at a specific angle as well as the positionof his or her extremities and head and chest (specifically). The degreeof detail is limited by several factors, including, for example, thenumber and position of transducers and training of the patternrecognition algorithm(s).

In addition to the use of transducers to determine the presence andlocation of occupants in a vehicle, other sensors could also be used.For example, a heartbeat sensor which determines the number and presenceof heartbeat signals can also be arranged in the vehicle, which wouldthus also determine the number of occupants as the number of occupantswould be equal to the number of heartbeat signals detected. Conventionalheartbeat sensors can be adapted to differentiate between a heartbeat ofan adult, a heartbeat of a child and a heartbeat of an animal. As itsname implies, a heartbeat sensor detects a heartbeat, and the magnitudeand/or frequency thereof, of a human occupant of the seat, if such ahuman occupant is present. The output of the heartbeat sensor is inputto the processor of the interior monitoring system. One heartbeat sensorfor use in the invention may be of the types as disclosed in McEwan(U.S. Pat. No. 5,573,012 and U.S. Pat. No. 5,766,208). The heartbeatsensor can be positioned at any convenient position relative to theseats where occupancy is being monitored. A preferred location is withinthe vehicle seatback.

An alternative way to determine the number of occupants is to monitorthe weight being applied to the seats, i.e., each seating location, byarranging weight sensors at each seating location which might also beable to provide a weight distribution of an object on the seat. Analysisof the weight and/or weight distribution by a predetermined method canprovide an indication of occupancy by a human, an adult or child, or aninanimate object.

Another type of sensor which is not believed to have been used in aninterior monitoring system previously is a micropower impulse radar(MIR) sensor which determines motion of an occupant and thus candetermine his or her heartbeat (as evidenced by motion of the chest).Such an MIR sensor can be arranged to detect motion in a particular areain which the occupant's chest would most likely be situated or could becoupled to an arrangement which determines the location of theoccupant's chest and then adjusts the operational field of the MIRsensor based on the determined location of the occupant's chest. Amotion sensor utilizing a micro-power impulse radar (MIR) system asdisclosed, for example, in McEwan (U.S. Pat. No. 5,361,070), as well asmany other patents by the same inventor.

Motion sensing is accomplished by monitoring a particular range from thesensor as disclosed in that patent. MIR is one form of radar which hasapplicability to occupant sensing and can be mounted at variouslocations in the vehicle. It has an advantage over ultrasonic sensors inthat data can be acquired at a higher speed and thus the motion of anoccupant can be more easily tracked. The ability to obtain returns overthe entire occupancy range is somewhat more difficult than withultrasound resulting in a more expensive system overall. MIR hasadditional advantages in lack of sensitivity to temperature variationand has a comparable resolution to about 40 kHz ultrasound. Resolutioncomparable to higher frequency ultrasound is also possible.Additionally, multiple MIR sensors can be used when high speed trackingof the motion of an occupant during a crash is required since they canbe individually pulsed without interfering with each through timedivision multiplexing.

An alternative way to determine motion of the occupant(s) is to monitorthe weight distribution of the occupant whereby changes in weightdistribution after an accident would be highly suggestive of movement ofthe occupant. A system for determining the weight distribution of theoccupants could be integrated or otherwise arranged in the seats such asthe front seat 4 of the vehicle and several patents and publicationsdescribe such systems.

More generally, any sensor which determines the presence and healthstate of an occupant can also be integrated into the vehicle interiormonitoring system in accordance with the invention. For example, asensitive motion sensor can determine whether an occupant is breathingand a chemical sensor can determine the amount of carbon dioxide, or theconcentration of carbon dioxide, in the air in the passenger compartmentof the vehicle which can be correlated to the health state of theoccupant(s). The motion sensor and chemical sensor can be designed tohave a fixed operational field situated where the occupant's mouth ismost likely to be located. In this manner, detection of carbon dioxidein the fixed operational field could be used as an indication of thepresence of a human occupant in order to enable the determination of thenumber of occupants in the vehicle. In the alternative, the motionsensor and chemical sensor can be adjustable and adapted to adjust theiroperational field in conjunction with a determination by an occupantposition and location sensor which would determine the location ofspecific parts of the occupant's body, e.g., his or her chest or mouth.Furthermore, an occupant position and location sensor can be used todetermine the location of the occupant's eyes and determine whether theoccupant is conscious, i.e., whether his or her eyes are open or closedor moving.

The use of chemical sensors can also be used to detect whether there isblood present in the vehicle, for example, after an accident.Additionally, microphones can detect whether there is noise in thevehicle caused by groaning, yelling, etc., and transmit any such noisethrough the cellular or other communication connection to a remotelistening facility (such as operated by OnStar®).

In FIG. 3, a view of the system of FIG. 1 is illustrated with a box 28shown on the front passenger seat in place of a rear facing child seat.The vehicle interior monitoring system is trained to recognize that thisbox 28 is neither a rear facing child seat nor an occupant and thereforeit is treated as an empty seat and the deployment of the airbag or otheroccupant restraint device is suppressed. For other vehicles, it may bethat just the presence of a box or its motion or chemical or radiationeffluents that are desired to be monitored. The auto-tune antenna-basedsystem 12, 14 is particularly adept at making this distinctionparticularly if the box 28 does not contain substantial amounts ofwater. Although a simple implementation of the auto-tune antenna systemis illustrated, it is of course possible to use multiple antennaslocated in the seat 4 and elsewhere in the passenger compartment andthese antenna systems can either operate at one or a multiple ofdifferent frequencies to discriminate type, location and/or relativesize of the object being investigated. This training can be accomplishedusing a neural network or modular neural network with the commerciallyavailable software. The system assesses the probability that the box 28is a person, however, and if there is even the remotest chance that itis a person, the airbag deployment is not suppressed. The system is thustypically biased toward enabling airbag deployment.

In cases where different levels of airbag inflation are possible, andthere are different levels of injury associated with an out of positionoccupant being subjected to varying levels of airbag deployment, it issometimes possible to permit a depowered or low level airbag deploymentin cases of uncertainty. If, for example, the neural network has aproblem distinguishing whether a box or a forward facing child seat ispresent on the vehicle seat, the decision can be made to deploy theairbag in a depowered or low level deployment state. Other situationswhere such a decision could be made would be when there is confusion asto whether a forward facing human is in position or out-of-position.

Neural networks systems frequently have problems in accuratelydiscriminating the exact location of an occupant especially whendifferent-sized occupants are considered. This results in a gray zonearound the border of the keep out zone where the system provides a weakfire or weak no fire decision. For those cases, deployment of the airbagin a depowered state can resolve the situation since an occupant in agray zone around the keep out zone boundary would be unlikely to beinjured by such a depowered deployment while significant airbagprotection is still being supplied.

Electromagnetic or ultrasonic energy can be transmitted in three modesin determining the position of an occupant, for example. In most of thecases disclosed above, it is assumed that the energy will be transmittedin a broad diverging beam which interacts with a substantial portion ofthe occupant or other object to be monitored. This method can have thedisadvantage that it will reflect first off the nearest object and,especially if that object is close to the transmitter, it may mask thetrue position of the occupant or object. It can also reflect off manyparts of the object where the reflections can be separated in time andprocessed as in an ultrasonic occupant sensing system. This can also bepartially overcome through the use of the second mode which uses anarrow beam. In this case, several narrow beams are used. These beamsare aimed in different directions toward the occupant from a positionsufficiently away from the occupant or object such that interference isunlikely.

A single receptor could be used provided the beams are either cycled onat different times or are of different frequencies. Another approach isto use a single beam emanating from a location which has an unimpededview of the occupant or object such as the windshield header in the caseof an automobile or near the roof at one end of a trailer or shippingcontainer, for example. If two spaced apart CCD array receivers areused, the angle of the reflected beam can be determined and the locationof the occupant can be calculated. The third mode is to use a singlebeam in a manner so that it scans back and forth and/or up and down, orin some other pattern, across the occupant, object or the space ingeneral. In this manner, an image of the occupant or object can beobtained using a single receptor and pattern recognition software can beused to locate the head or chest of the occupant or size of the object,for example. The beam approach is most applicable to electromagneticenergy but high frequency ultrasound can also be formed into a narrowbeam.

A similar effect to modifying the wave transmission mode can also beobtained by varying the characteristics of the receptors. Throughappropriate lenses or reflectors, receptors can be made to be mostsensitive to radiation emitted from a particular direction. In thismanner, a single broad beam transmitter can be used coupled with anarray of focused receivers, or a scanning receiver, to obtain a roughimage of the occupant or occupying object.

Each of these methods of transmission or reception could be used, forexample, at any of the preferred mounting locations shown in FIG. 5.

As shown in FIG. 7, there are provided four sets of wave-receivingsensor systems 6, 8, 9, 10 mounted within the passenger compartment ofan automotive vehicle. Each set of sensor systems 6, 8, 9, 10 comprisesa transmitter and a receiver (or just a receiver in some cases), whichmay be integrated into a single unit or individual components separatedfrom one another. In this embodiment, the sensor system 6 is mounted onthe A-Pillar of the vehicle. The sensor system 9 is mounted on the upperportion of the B-Pillar. The sensor system 8 is mounted on the roofceiling portion or the headliner. The sensor system 10 is mounted nearthe middle of an instrument panel 17 in front of the driver's seat 3.

The sensor systems 6, 8, 9, 10 are preferably ultrasonic orelectromagnetic, although sensor systems 6, 8, 9, 10 can be any othertype of sensors which will detect the presence of an occupant from adistance including capacitive or electric field sensors. Also, if thesensor systems 6, 8, 9, 10 are passive infrared sensors, for example,then they may only comprise a wave-receiver. Recent advances in QuantumWell Infrared Photodetectors by NASA show great promise for thisapplication. See “Many Applications Possible For Largest QuantumInfrared Detector”, Goddard Space Center News Release Feb. 27, 2002.

The Quantum Well Infrared Photodetector is a new detector which promisesto be a low-cost alternative to conventional infrared detectortechnology for a wide range of scientific and commercial applications,and particularly for sensing inside and outside of a vehicle. The mainproblem that needs to be solved is that it operates at 76 degrees Kelvin(−323 degrees F.). Chips are being developed capable of cooling otherchips economically. It remains to be seen if these low temperatures canbe economically achieved.

A section of the passenger compartment of an automobile is showngenerally as 40 in FIGS. 8A-8E. A driver 30 of the vehicle sits on aseat 3 behind a steering wheel 42, which contains an airbag assembly 44.Airbag assembly 44 may be integrated into the steering wheel assembly orcoupled to the steering wheel 42. Five transmitter and/or receiverassemblies 49, 50, 51, 52 and 54 are positioned at various places in thepassenger compartment to determine the location of various parts of thedriver, e.g., the head, chest and torso, relative to the airbag and tootherwise monitor the interior of the passenger compartment. Monitoringof the interior of the passenger compartment can entail detecting thepresence or absence of the driver and passengers, differentiatingbetween animate and inanimate objects, detecting the presence ofoccupied or unoccupied child seats, rear-facing or forward-facing, andidentifying and ascertaining the identity of the occupying items in thepassenger compartment. Naturally, a similar system can be used formonitoring the interior of a truck, shipping container or othercontainers.

A processor such as control circuitry 20 is connected to thetransmitter/receiver assemblies 49, 50, 51, 52, 54 and controls thetransmission from the transmitters, if a transmission component ispresent in the assemblies, and captures the return signals from thereceivers, if a receiver component is present in the assemblies. Controlcircuitry 20 usually contains analog to digital converters (ADCs) or aframe grabber or equivalent, a microprocessor containing sufficientmemory and appropriate software including, for example, patternrecognition algorithms, and other appropriate drivers, signalconditioners, signal generators, etc. Usually, in any givenimplementation, only three or four of the transmitter/receiverassemblies would be used depending on their mounting locations asdescribed below. In some special cases, such as for a simpleclassification system, only a single or sometimes only twotransmitter/receiver assemblies are used.

A portion of the connection between the transmitter/receiver assemblies49, 50, 51, 52, 54 and the control circuitry 20, is shown as wires.These connections can be wires, either individual wires leading from thecontrol circuitry 20 to each of the transmitter/receiver assemblies 49,50, 51, 52, 54 or one or more wire buses or in some cases, wireless datatransmission can be used.

The location of the control circuitry 20 in the dashboard of the vehicleis for illustration purposes only and does not limit the location of thecontrol circuitry 20. Rather, the control circuitry 20 may be locatedanywhere convenient or desired in the vehicle.

It is contemplated that a system and method in accordance with theinvention can include a single transmitter and multiple receivers, eachat a different location. Thus, each receiver would not be associatedwith a transmitter forming transmitter/receiver assemblies. Rather, forexample, with reference to FIG. 8A, only element 51 could constitute atransmitter/receiver assembly and elements 49, 50, 52 and 54 could bereceivers only.

On the other hand, it is conceivable that in some implementations, asystem and method in accordance with the invention include a singlereceiver and multiple transmitters. Thus, each transmitter would not beassociated with a receiver forming transmitter/receiver assemblies.Rather, for example, with reference to FIG. 8A, only element 51 wouldconstitute a transmitter/receiver assembly and elements 49, 50, 52, 54would be transmitters only.

One ultrasonic transmitter/receiver as used herein is similar to thatused on modern auto-focus cameras such as manufactured by the PolaroidCorporation. Other camera auto-focusing systems use differenttechnologies, which are also applicable here, to achieve the samedistance to object determination. One camera system manufactured by Fujiof Japan, for example, uses a stereoscopic system which could also beused to determine the position of a vehicle occupant providing there issufficient light available. In the case of insufficient light, a sourceof infrared light can be added to illuminate the driver. In a relatedimplementation, a source of infrared light is reflected off of thewindshield and illuminates the vehicle occupant. An infrared receiver 56is located attached to the rear view mirror assembly 55, as shown inFIG. 8E. Alternately, the infrared can be sent by the device 50 andreceived by a receiver elsewhere. Since any of the devices shown inthese figures could be either transmitters or receivers or both, forsimplicity, only the transmitted and not the reflected wave fronts arefrequently illustrated.

When using the surface of the windshield as a reflector of infraredradiation (for transmitter/receiver assembly and element 52), care mustbe taken to assure that the desired reflectivity at the frequency ofinterest is achieved. Mirror materials, such as metals and other specialmaterials manufactured by Eastman Kodak, have a reflectivity forinfrared frequencies that is substantially higher than at visiblefrequencies. They are thus candidates for coatings to be placed on thewindshield surfaces for this purpose.

There are two preferred methods of implementing the vehicle interiormonitoring system of at least one of the inventions disclosed herein, amicroprocessor system and an application specific integrated circuitsystem (ASIC). Both of these systems are represented schematically as 20herein. In some systems, both a microprocessor and an ASIC are used. Inother systems, most if not all of the circuitry is combined onto asingle chip (system on a chip). The particular implementation depends onthe quantity to be made and economic considerations. A block diagramillustrating the microprocessor system is shown in FIG. 12A which showsthe implementation of the system of FIG. 1. An alternate implementationof the FIG. 1 system using an ASIC is shown in FIG. 12B. In both cases,the target, which may be a rear facing child seat, is shownschematically as 2 and the three transducers as 6, 8, and 10. In theembodiment of FIG. 12A, there is a digitizer coupled to the receivers 6,10 and the processor, and an indicator coupled to the processor. In theembodiment of FIG. 12B, there is a memory unit associated with the ASICand also an indicator coupled to the ASIC.

The position of the occupant may be determined in various ways includingby receiving and analyzing waves from a space in a passenger compartmentof the vehicle occupied by the occupant, transmitting waves to impactthe occupant, receiving waves after impact with the occupant andmeasuring time between transmission and reception of the waves,obtaining two or three-dimensional images of a passenger compartment ofthe vehicle occupied by the occupant and analyzing the images with anoptional focusing of the images prior to analysis, or by moving a beamof radiation through a passenger compartment of the vehicle occupied bythe occupant. The waves may be ultrasonic, radar, electromagnetic,passive infrared, and the like, and capacitive in nature. In the lattercase, a capacitance or capacitive sensor may be provided. An electricfield sensor could also be used.

Deployment of the airbag can be disabled when the determined position istoo close to the airbag.

The rate at which the airbag is inflated and/or the time in which theairbag is inflated may be determined based on the determined position ofthe occupant.

Another method for controlling deployment of an airbag comprises thesteps of determining the position of an occupant to be protected bydeployment of the airbag and adjusting a threshold used in a sensoralgorithm which enables or suppresses deployment of the airbag based onthe determined position of the occupant. The probability that a crashrequiring deployment of the airbag is occurring may be assessed andanalyzed relative to the threshold whereby deployment of the airbag isenabled only when the assessed probability is greater than thethreshold. The position of the occupant can be determined in any of theways mentioned above.

A system for controlling deployment of an airbag comprises a determiningsystem for determining the position of an occupant to be protected bydeployment of the airbag, a sensor system for assessing the probabilitythat a crash requiring deployment of the airbag is occurring, and acircuit coupled to the determining system, the sensor system and theairbag for enabling deployment of the airbag in consideration of thedetermined position of the occupant and the assessed probability that acrash is occurring. The circuit is structured and arranged to analyzethe assessed probability relative to a pre-determined threshold wherebydeployment of the airbag is enabled only when the assessed probabilityis greater than the threshold. Further, the circuit are arranged toadjust the threshold based on the determined position of the occupant.The determining system may any of the determining systems discussedabove.

One method for controlling deployment of an airbag comprises a crashsensor for providing information on a crash involving the vehicle, aposition determining arrangement for determining the position of anoccupant to be protected by deployment of the airbag and a circuitcoupled to the airbag, the crash sensor and the position determiningarrangement and arranged to issue a deployment signal to the airbag tocause deployment of the airbag. The circuit is arranged to consider adeployment threshold which varies based on the determined position ofthe occupant. Further, the circuit is arranged to assess the probabilitythat a crash requiring deployment of the airbag is occurring and analyzethe assessed probability relative to the threshold whereby deployment ofthe airbag is enabled only when the assessed probability is greater thanthe threshold.

In another implementation, the sensor algorithm may determine the ratethat gas is generated to affect the rate that the airbag is inflated. Inall of these cases the position of the occupant is used to affect thedeployment of the airbag either as to whether or not it should bedeployed at all, the time of deployment or as to the rate of inflation.

1.1 Ultrasonics

1.1.1 General

The maximum acoustic frequency that is practical to use for acousticimaging in the systems is about 40 to 160 kilohertz (kHz). Thewavelength of a 50 kHz acoustic wave is about 0.6 cm which is too coarseto determine the fine features of a person's face, for example. It iswell understood by those skilled in the art that features which are muchsmaller than the wavelength of the irradiating radiation cannot bedistinguished. Similarly, the wavelength of common radar systems variesfrom about 0.9 cm (for 33 GHz K band) to 133 cm (for 225 MHz P band)which are also too coarse for person-identification systems.

Referring now to FIGS. 5 and 13-17, a section of the passengercompartment of an automobile is shown generally as 40 in FIG. 5. Adriver of a vehicle 30 sits on a seat 3 behind a steering wheel 42 whichcontains an airbag assembly 44. Four transmitter and/or receiverassemblies 50, 52, 53 and 54 are positioned at various places in oraround the passenger compartment to determine the location of the head,chest and torso of the driver 30 relative to the airbag assembly 44.Usually, in any given implementation, only one or two of thetransmitters and receivers would be used depending on their mountinglocations as described below.

FIG. 5 illustrates several of the possible locations of such devices.For example, transmitter and receiver 50 emits ultrasonic acousticalwaves which bounce off the chest of the driver 30 and return.Periodically, a burst of ultrasonic waves at about 50 kilohertz isemitted by the transmitter/receiver and then the echo, or reflectedsignal, is detected by the same or different device. An associatedelectronic circuit measures the time between the transmission and thereception of the ultrasonic waves and determines the distance from thetransmitter/receiver to the driver 30 based on the velocity of sound.This information can then be sent to a microprocessor that can belocated in the crash sensor and diagnostic circuitry which determines ifthe driver 30 is close enough to the airbag assembly 44 that adeployment might, by itself, cause injury to the driver 30. In such acase, the circuit disables the airbag system and thereby prevents itsdeployment. In an alternate case, the sensor algorithm assesses theprobability that a crash requiring an airbag is in process and waitsuntil that probability exceeds an amount that is dependent on theposition of the driver 30. Thus, for example, the sensor might decide todeploy the airbag based on a need probability assessment of 50%, if thedecision must be made immediately for a driver 30 approaching theairbag, but might wait until the probability rises to 95% for a moredistant driver. Although a driver system has been illustrated, thepassenger system would be similar.

Alternate mountings for the transmitter/receiver include variouslocations on the instrument panel on either side of the steering columnsuch as 53 in FIG. 5. Also, although some of the devices hereinillustrated assume that for the ultrasonic system, the same device isused for both transmitting and receiving waves, there are advantages inseparating these functions, at least for standard transducer systems.Since there is a time lag required for the system to stabilize aftertransmitting a pulse before it can receive a pulse, close measurementsare enhanced, for example, by using separate transmitters and receivers.In addition, if the ultrasonic transmitter and receiver are separated,the transmitter can transmit continuously, provided the transmittedsignal is modulated such that the received signal can be compared withthe transmitted signal to determine the time it takes for the waves toreach and reflect off of the occupant.

Many methods exist for this modulation including varying the frequencyor amplitude of the waves or pulse modulation or coding. In all cases,the logic circuit which controls the sensor and receiver must be able todetermine when the signal which was most recently received wastransmitted. In this manner, even though the time that it takes for thesignal to travel from the transmitter to the receiver, via reflectionoff of the occupant or other object to be monitored, may be severalmilliseconds, information as to the position of the occupant is receivedcontinuously which permits an accurate, although delayed, determinationof the occupant's velocity from successive position measurements. Othermodulation methods that may be applied to electromagnetic radiationsinclude TDMA, CDMA, noise or pseudo-noise, spatial, etc.

Conventional ultrasonic distance measuring devices must wait for thesignal to travel to the occupant or other monitored object and returnbefore a new signal is sent. This greatly limits the frequency at whichposition data can be obtained to the formula where the frequency isequal to the velocity of sound divided by two times the distance to theoccupant. For example, if the velocity of sound is taken at about 1000feet per second, occupant position data for an occupant or objectlocated one foot from the transmitter can only be obtained every 2milliseconds which corresponds to a frequency of about 500 Hz. At athree-foot displacement and allowing for some processing time, thefrequency is closer to about 100 Hz.

This slow frequency that data can be collected seriously degrades theaccuracy of the velocity calculation. The reflection of ultrasonic wavesfrom the clothes of an occupant or the existence of thermal gradients,for example, can cause noise or scatter in the position measurement andlead to significant inaccuracies in a given measurement. When manymeasurements are taken more rapidly, as in the technique described here,these inaccuracies can be averaged and a significant improvement in theaccuracy of the velocity calculation results.

The determination of the velocity of the occupant need not be derivedfrom successive distance measurements. A potentially more accuratemethod is to make use of the Doppler Effect where the frequency of thereflected waves differs from the transmitted waves by an amount which isproportional to the occupant's velocity. In one embodiment, a singleultrasonic transmitter and a separate receiver are used to measure theposition of the occupant, by the travel time of a known signal, and thevelocity, by the frequency shift of that signal. Although the DopplerEffect has been used to determine whether an occupant has fallen asleep,it has not previously been used in conjunction with a position measuringdevice to determine whether an occupant is likely to become out ofposition, i.e., an extrapolated position in the future based on theoccupant's current position and velocity as determined from successiveposition measurements, and thus in danger of being injured by adeploying airbag, or that a monitored object is moving. This combinationis particularly advantageous since both measurements can be accuratelyand efficiently determined using a single transmitter and receiver pairresulting in a low cost system.

One problem with Doppler measurements is the slight change in frequencythat occurs during normal occupant velocities. This requires thatsophisticated electronic techniques and a low Q receiver should beutilized to increase the frequency and thereby render it easier tomeasure the velocity using the phase shift. For many implementations,therefore, the velocity of the occupant is determined by calculating thedifference between successive position measurements.

The following discussion will apply to the case where ultrasonic sensorsare used although a similar discussion can be presented relative to theuse of electromagnetic sensors such as active infrared sensors, takinginto account the differences in the technologies. Also, the followingdiscussion will relate to an embodiment wherein the seat is the frontpassenger seat, although a similar discussion can apply to othervehicles and monitoring situations.

The ultrasonic or electromagnetic sensor systems, 6, 8, 9 and 10 in FIG.7 can be controlled or driven, one at a time or simultaneously, by anappropriate driver circuit such as ultrasonic or electromagnetic sensordriver circuit 58 shown in FIG. 9. The transmitters of the ultrasonic orelectromagnetic sensor systems 6, 8, 9 and 10 transmit respectiveultrasonic or electromagnetic waves toward the seat 4 and transmitpulses (see FIG. 10( c)) in sequence at times t1, t2, t3 and t4(t4>t3>t2>t1) or simultaneously (t1=t2=t3=t4). The reflected waves ofthe ultrasonic or electromagnetic waves are received by the receiversChA-ChD of the ultrasonic or electromagnetic sensors 6, 8, 9 and 10. Thereceiver ChA is associated with the ultrasonic or electromagnetic sensorsystem 8, the receiver ChB is associated with the ultrasonic orelectromagnetic sensor system 5, the receiver ChD is associated with theultrasonic or electromagnetic sensor system 6, and the receiver ChD isassociated with the ultrasonic or electromagnetic sensor system 9.

FIGS. 10( a) and 10(b) show examples of the reflected ultrasonic wavesUSRW that are received by receivers ChA-ChD. FIG. 10( a) shows anexample of the reflected wave USRW that is obtained when an adult sitsin a normally seated space on the passenger seat 4, while FIG. 10( b)shows an example of the reflected wave USRW that are obtained when anadult sits in a slouching state (one of the abnormal seated-states) inthe passenger seat 4.

In the case of a normally seated passenger, as shown in FIGS. 6 and 7,the location of the ultrasonic sensor system 6 is closest to thepassenger A. Therefore, the reflected wave pulse P1 is received earliestafter transmission by the receiver ChD as shown in FIG. 10( a), and thewidth of the reflected wave pulse P1 is larger. Next, the distance fromthe ultrasonic sensor 8 is closer to the passenger A, so a reflectedwave pulse P2 is received earlier by the receiver ChA compared with theremaining reflected wave pulses P3 and P4. Since the reflected wavepauses P3 and P4 take more time than the reflected wave pulses P1 and P2to arrive at the receivers ChC and ChB, the reflected wave pulses P3 andP4 are received as the timings shown in FIG. 10( a). More specifically,since it is believed that the distance from the ultrasonic sensor system6 to the passenger A is slightly shorter than the distance from theultrasonic sensor system 10 to the passenger A, the reflected wave pulseP3 is received slightly earlier by the receiver ChC than the reflectedwave pulse P4 is received by the receiver ChB.

In the case where the passenger A is sitting in a slouching state in thepassenger seat 4, the distance between the ultrasonic sensor system 6and the passenger A is shortest. Therefore, the time from transmissionat time t3 to reception is shortest, and the reflected wave pulse P3 isreceived by the receiver ChC, as shown in FIG. 10( b). Next, thedistances between the ultrasonic sensor system 10 and the passenger Abecomes shorter, so the reflected wave pulse P4 is received earlier bythe receiver ChB than the remaining reflected wave pulses P2 and P1.When the distance from the ultrasonic sensor system 8 to the passenger Ais compared with that from the ultrasonic sensor system 9 to thepassenger A, the distance from the ultrasonic sensor system 8 to thepassenger A becomes shorter, so the reflected wave pulse P2 is receivedby the receiver ChA first and the reflected wave pulse P1 is thusreceived last by the receiver ChD.

The configurations of the reflected wave pulses P1-P4, the times thatthe reflected wave pulses P1-P4 are received, the sizes of the reflectedwave pulses P1-P4 are varied depending upon the configuration andposition of an object such as a passenger situated on the frontpassenger seat 4. FIGS. 10( a) and (b) merely show examples for thepurpose of description and therefore the present invention is notlimited to these examples.

The outputs of the receivers ChA-ChD, as shown in FIG. 9, are input to aband pass filter 60 through a multiplex circuit 59 which is switched insynchronization with a timing signal from the ultrasonic sensor drivecircuit 58. The band pass filter 60 removes a low frequency wavecomponent from the output signal based on each of the reflected waveUSRW and also removes some of the noise. The output signal based on eachof the reflected wave USRW is passed through the band pass filter 60,then is amplified by an amplifier 61. The amplifier 61 also removes thehigh frequency carrier wave component in each of the reflected wavesUSRW and generates an envelope wave signal. This envelope wave signal isinput to an analog/digital converter (ADC) 62 and digitized as measureddata. The measured data is input to a processing circuit 63, which iscontrolled by the timing signal which is in turn output from theultrasonic sensor drive circuit 58.

The processing circuit 63 collects measured data at intervals of 7 ms(or at another time interval with the time interval also being referredto as a time window or time period), and 47 data points are generatedfor each of the ultrasonic sensor systems 6, 8, 9 and 10. For each ofthese reflected waves USRW, the initial reflected wave portion Ti andthe last reflected wave portion T2 are cut off or removed in each timewindow. The reason for this will be described when the trainingprocedure of a neural network is described later, and the description isomitted for now. With this, 32, 31, 37 and 38 data points will besampled by the ultrasonic sensor systems 6, 8, 9 and 10, respectively.The reason why the number of data points differs for each of theultrasonic sensor systems 6, 8, 9 and 10 is that the distance from thepassenger seat 4 to the ultrasonic sensor systems 6, 8, 9 and 10 differfrom one another.

Each of the measured data is input to a normalization circuit 64 andnormalized. The normalized measured data is input to the neural network65 as wave data.

A comprehensive occupant sensing system will now be discussed whichinvolves a variety of different sensors, again this is for illustrationpurposes only and a similar description can be constructed for othervehicles including shipping container and truck trailer monitoring. Manyof these sensors will be discussed in more detail under the appropriatesections below. FIG. 6 shows a passenger seat 70 to which an adjustmentapparatus including a seated-state detecting unit according to thepresent invention may be applied. The seat 70 includes a horizontallysituated bottom seat portion 4 and a vertically oriented back portion72. The seat portion 4 is provided with one or more pressure or weightsensors 7, 76 that determine the weight of the object occupying the seator the pressure applied by the object to the seat. The coupled portionbetween the seated portion 4 and the back portion 72 is provided with areclining angle detecting sensor 57, which detects the tilted angle ofthe back portion 72 relative to the seat portion 4. The seat portion 4is provided with a seat track position-detecting sensor 74. The seattrack detecting sensor 74 detects the quantity of movement of the seatportion 4 which is moved from a back reference position, indicated bythe dotted chain line. Optionally embedded within the back portion 72are a heartbeat sensor 71 and a motion sensor 73. Attached to theheadliner is a capacitance sensor 78. The seat 70 may be the driverseat, the front passenger seat or any other seat in a motor vehicle aswell as other seats in transportation vehicles or seats innon-transportation applications.

A pressure or weight measuring system such as the sensors 7 and 76 areassociated with the seat, e.g., mounted into or below the seat portion 4or on the seat structure, for measuring the pressure or weight appliedonto the seat. The pressure or weight may be zero if no occupying itemis present and the sensors are calibrated to only measure incrementalweight or pressure. Sensors 7 and 76 may represent a plurality ofdifferent sensors which measure the pressure or weight applied onto theseat at different portions thereof or for redundancy purposes, e.g.,such as by means of an airbag or fluid filled bladder 75 in the seatportion 4. Airbag or bladder 75 may contain a single or a plurality ofchambers, each of which may be associated with a sensor (transducer) 76for measuring the pressure in the chamber. Such sensors may be in theform of strain, force or pressure sensors which measure the force orpressure on the seat portion 4 or seat back 72, a part of the seatportion 4 or seat back 72, displacement measuring sensors which measurethe displacement of the seat surface or the entire seat 70 such asthrough the use of strain gages mounted on the seat structural members,such as 7, or other appropriate locations, or systems which convertdisplacement into a pressure wherein one or more pressure sensors can beused as a measure of weight and/or weight distribution. Sensors 7, 76may be of the types disclosed in U.S. Pat. No. 6,242,701 and belowherein. Although pressure or weight here is disclosed and illustratedwith regard to measuring the pressure applied by or weight of an objectoccupying a seat in an automobile or truck, the same principles can beused to measure the pressure applied by and weight of objects occupyingother vehicles including truck trailers and shipping containers. Forexample, a series of fluid filled bladders under a segmented floor couldbe used to measure the weight and weight distribution in a trucktrailer.

Many practical problems have arisen during the development stages ofbladder and strain gage based weight systems. Some of these problemsrelate to bladder sensors and in particular to gas-filled bladdersensors and are effectively dealt with in U.S. Pat. No. 5,918,696, U.S.Pat. No. 5,927,427, U.S. Pat. No. 5,957,491, U.S. Pat. No. 5,979,585,U.S. Pat. No. 5,984,349, U.S. Pat. No. 6,021,863, U.S. Pat. No.6,056,079, U.S. Pat. No. 6,076,853, U.S. Pat. No. 6,260,879, and U.S.Pat. No. 6,286,861. Other problems relate to seatbelt usage and tounanticipated stresses and strains that occur in seat mountingstructures and will be discussed below.

As illustrated in FIG. 9, the output of the pressure or weight sensor(s)7 and 76 is amplified by an amplifier 66 coupled to the pressure orweight sensor(s) 7,76 and the amplified output is input to theanalog/digital converter 67.

A heartbeat sensor 71 is arranged to detect a heartbeat, and themagnitude thereof, of a human occupant of the seat, if such a humanoccupant is present. The output of the heartbeat sensor 71 is input tothe neural network 65. The heartbeat sensor 71 may be of the type asdisclosed in McEwan (U.S. Pat. No. 5,573,012 and U.S. Pat. No.5,766,208). The heartbeat sensor 71 can be positioned at any convenientposition relative to the seat 4 where occupancy is being monitored. Apreferred location is within the vehicle seatback. The heartbeat of astowaway in a cargo container or truck trailer can similarly be measuredbe a sensor on the vehicle floor or other appropriate location thatmeasures vibrations.

The reclining angle detecting sensor 57 and the seat trackposition-detecting sensor 74, which each may comprise a variableresistor, can be connected to constant-current circuits, respectively. Aconstant-current is supplied from the constant-current circuit to thereclining angle detecting sensor 57, and the reclining angle detectingsensor 57 converts a change in the resistance value on the tilt of theback portion 72 to a specific voltage. This output voltage is input toan analog/digital converter 68 as angle data, i.e., representative ofthe angle between the back portion 72 and the seat portion 4. Similarly,a constant current can be supplied from the constant-current circuit tothe seat track position-detecting sensor 74 and the seat track positiondetecting sensor 74 converts a change in the resistance value based onthe track position of the seat portion 4 to a specific voltage. Thisoutput voltage is input to an analog/digital converter 69 as seat trackdata. Thus, the outputs of the reclining angle-detecting sensor 57 andthe seat track position-detecting sensor 74 are input to theanalog/digital converters 68 and 69, respectively. Each digital datavalue from the ADCs 68, 69 is input to the neural network 65. Althoughthe digitized data of the pressure or weight sensor(s) 7, 76 is input tothe neural network 65, the output of the amplifier 66 is also input to acomparison circuit. The comparison circuit, which is incorporated in thegate circuit algorithm, determines whether or not the weight of anobject on the passenger seat 70 is more than a predetermined weight,such as 60 lbs., for example. When the weight is more than 60 lbs., thecomparison circuit outputs a logic 1 to the gate circuit to be describedlater. When the weight of the object is less than 60 lbs., a logic 0 isoutput to the gate circuit. A more detailed description of this andsimilar systems can be found in the above-referenced patents and patentapplications assigned to the current assignee and in the descriptionbelow. The system described above is one example of many systems thatcan be designed using the teachings of at least one of the inventionsdisclosed herein for detecting the occupancy state of the seat of avehicle.

As diagrammed in FIG. 18, the first step is to mount the four sets ofultrasonic sensor systems 11-14, the weight sensors 7,76, the recliningangle detecting sensor 57, and the seat track position detecting sensor74, for example, into a vehicle (step S1). For other vehicle monitoringtasks different sets of sensors could be used. Next, in order to providedata for the neural network 65 to learn the patterns of seated states,data is recorded for patterns of all possible seated or occupancy statesand a list is maintained recording the seated or occupancy states forwhich data was acquired. The data from the sensors/transducers 6, 8, 9,10, 57, 71, 73, 74, 76 and 78 for a particular occupancy of thepassenger seat, for example, is called a vector (step S2). It should bepointed out that the use of the reclining angle detecting sensor 57,seat track position detecting sensor 74, heartbeat sensor 71 capacitivesensor 78 and motion sensor 73 is not essential to the detectingapparatus and method in accordance with the invention. However, each ofthese sensors, in combination with any one or more of the other sensorsenhances the evaluation of the seated-state of the seat or the occupancyof the vehicle.

Next, based on the training data from the reflected waves of theultrasonic sensor systems 6, 8, 9, 10 and the other sensors 7, 71,73,76, 78 the vector data is collected (step S3). Next, the reflectedwaves P1-P4 are modified by removing the initial reflected waves fromeach time window with a short reflection time from an object (rangegating) (period T1 in FIG. 11) and the last portion of the reflectedwaves from each time window with a long reflection time from an object(period P2 in FIG. 11) (step S4). It is believed that the reflectedwaves with a short reflection time from an object is due to cross-talk,that is, waves from the transmitters which leak into each of theirassociated receivers ChA-ChD. It is also believed that the reflectedwaves with a long reflection time are reflected waves from an object faraway from the passenger seat or from multipath reflections. If these tworeflected wave portions are used as data, they will add noise to thetraining process. Therefore, these reflected wave portions areeliminated from the data.

Recent advances in ultrasonic transducer design have now permitted theuse of a single transducer acting as both a sender (transmitter) andreceiver. These same advances have substantially reduced the ringing ofthe transducer after the excitation pulse has been caused to die out towhere targets as close as about 2 inches from the transducer can besensed. Thus, the magnitude of the T1 time period has been substantiallyreduced.

As shown in FIG. 19( a), the measured data is normalized by making thepeaks of the reflected wave pulses P1-P4 equal (step S5). Thiseliminates the effects of different reflectivities of different objectsand people depending on the characteristics of their surfaces such astheir clothing. Data from the weight sensor, seat track position sensorand seat reclining angle sensor is also frequently normalized basedtypically on fixed normalization parameters. When other sensors are usedfor other types of monitoring, similar techniques are used.

The data from the ultrasonic transducers are now also preferably fedthrough a logarithmic compression circuit that substantially reduces themagnitude of reflected signals from high reflectivity targets comparedto those of low reflectivity. Additionally, a time gain circuit is usedto compensate for the difference in sonic strength received by thetransducer based on the distance of the reflecting object from thetransducer.

As various parts of the vehicle interior identification and monitoringsystem described in the above reference patents and patent applicationsare implemented, a variety of transmitting and receiving transducerswill be present in the vehicle passenger compartment. If several ofthese transducers are ultrasonic transmitters and receivers, they can beoperated in a phased array manner, as described elsewhere for theheadrest, to permit precise distance measurements and mapping of thecomponents of the passenger compartment. This is illustrated in FIG. 20which is a perspective view of the interior of the passenger compartmentshowing a variety of transmitters and receivers, 6, 8, 9, 23, 49-51which can be used in a sort of phased array system. In addition,information can be transmitted between the transducers using codedsignals in an ultrasonic network through the vehicular compartmentairspace. If one of these sensors is an optical CCD or CMOS array, thelocation of the driver's eyes can be accurately determined and theresults sent to the seat ultrasonically. Obviously, many otherpossibilities exist for automobile and other vehicle monitoringsituations.

To use ultrasonic transducers in a phase array mode generally requiresthat the transducers have a low Q. Certain new micromachined capacitivetransducers appear to be suitable for such an application. The range ofsuch transducers is at present limited, however.

The speed of sound varies with temperature, humidity, and pressure. Thiscan be compensated for by using the fact that the geometry between thetransducers is known and the speed of sound can therefore be measured.Thus, on vehicle startup and as often as desired thereafter, the speedof sound can be measured by one transducer, such as transducer 18 inFIG. 21, sending a signal which is directly received by anothertransducer 5. Since the distance separating them is known, the speed ofsound can be calculated and the system automatically adjusted to removethe variation due to variations in the speed of sound. Therefore, thesystem operates with same accuracy regardless of the temperature,humidity or atmospheric pressure. It may even be possible to use thistechnique to also automatically compensate for any effects due to windvelocity through an open window. An additional benefit of this system isthat it can be used to determine the vehicle interior temperature foruse by other control systems within the vehicle since the variation inthe velocity of sound is a strong function of temperature and a weakfunction of pressure and humidity.

The problem with the speed of sound measurement described above is thatsome object in the vehicle may block the path from one transducer to theother. This of course could be checked and a correction would not bemade if the signal from one transducer does not reach the othertransducer. The problem, however, is that the path might not becompletely blocked but only slightly blocked. This would cause theultrasonic path length to increase, which would give a false indicationof a temperature change. This can be solved by using more than onetransducer. All of the transducers can broadcast signals to all of theother transducers. The problem here, of course, is which transducer pairshould be believed if they all give different answers. The answer is theone that gives the shortest distance or the greatest calculated speed ofsound. By this method, there are a total of 6 separate paths for fourultrasonic transducers.

An alternative method of determining the temperature is to use thetransducer circuit to measure some parameter of the transducer thatchanges with temperature. For example, the natural frequency ofultrasonic transducers changes in a known manner with temperature andtherefore by measuring the natural frequency of the transducer, thetemperature can be determined. Since this method does not requirecommunication between transducers, it would also work in situationswhere each transducer has a different resonant frequency.

The process, by which all of the distances are carefully measured fromeach transducer to the other transducers, and the algorithm developed todetermine the speed of sound, is a novel part of the teachings of theinstant invention for use with ultrasonic transducers. Prior to this,the speed of sound calculation was based on a single transmission fromone transducer to a known second transducer. This resulted in aninaccurate system design and degraded the accuracy of systems in thefield.

If the electronic control module that is part of the system is locatedin generally the same environment as the transducers, another method ofdetermining the temperature is available. This method utilizes a deviceand whose temperature sensitivity is known and which is located in thesame box as the electronic circuit. In fact, in many cases, an existingcomponent on the printed circuit board can be monitored to give anindication of the temperature. For example, the diodes in a logcomparison circuit have characteristics that their resistance changes ina known manner with temperature. It can be expected that the electronicmodule will generally be at a higher temperature than the surroundingenvironment, however, the temperature difference is a known andpredictable amount. Thus, a reasonably good estimation of thetemperature in the passenger compartment, or other containercompartment, can also be obtained in this manner. Naturally, thermistersor other temperature transducers can be used.

The placement of ultrasonic transducers for the example of ultrasonicoccupant position sensor system of at least one of the inventionsdisclosed herein include the following novel disclosures: (1) theapplication of two sensors to single-axis monitoring of target volumes;(2) the method of locating two sensors spanning a target volume to senseobject positions, that is, transducers are mounted along the sensingaxis beyond the objects to be sensed; (3) the method of orientation ofthe sensor axis for optimal target discrimination parallel to the axisof separation of distinguishing target features; and (4) the method ofdefining the head and shoulders and supporting surfaces as defininghumans for rear facing child seat detection and forward facing humandetection.

A similar set of observations is available for the use ofelectromagnetic, capacitive, electric field or other sensors and forother vehicle monitoring situations. Such rules however must take intoaccount that some of such sensors typically are more accurate inmeasuring lateral and vertical dimensions relative to the sensor thandistances perpendicular to the sensor. This is particularly the case forCMOS and CCD-based transducers.

Considerable work is ongoing to improve the resolution of the ultrasonictransducers. To take advantage of higher resolution transducers, datapoints should be obtained that are closer together in time. This meansthat after the envelope has been extracted from the returned signal, thesampling rate should be increased from approximately 1000 samples persecond to perhaps 2000 samples per second or even higher. By doubling ortripling the amount of data required to be analyzed, the system which ismounted on the vehicle will require greater computational power. Thisresults in a more expensive electronic system. Not all of the data is ofequal importance, however. The position of the occupant in the normalseating position does not need to be known with great accuracy whereas,as that occupant is moving toward the keep out zone boundary duringpre-crash braking, the spatial accuracy requirements become moreimportant. Fortunately, the neural network algorithm generating systemhas the capability of indicating to the system designer the relativevalue of each data point used by the neural network. Thus, as many as,for example, 500 data points per vector may be collected and fed to theneural network during the training stage and, after careful pruning, thefinal number of data points to be used by the vehicle mounted system maybe reduced to 150, for example. This technique of using the neuralnetwork algorithm-generating program to prune the input data is animportant teaching of the present invention.

By this method, the advantages of higher resolution transducers can beoptimally used without increasing the cost of the electronicvehicle-mounted circuits. Also, once the neural network has determinedthe spacing of the data points, this can be fine-tuned, for example, byacquiring more data points at the edge of the keep out zone as comparedto positions well into the safe zone. The initial technique is done bycollecting the full 500 data points, for example, while in the systeminstalled in the vehicle the data digitization spacing can be determinedby hardware or software so that only the required data is acquired.

1.1.2 Temperature Gradient Compensation

Techniques for compensating for thermal gradients which affectultrasonic waves and electromagnetic waves are set forth in U.S. patentapplication Ser. No. 10/931,288 and are incorporated by referenceherein. Some of that disclosure is set forth below.

Thermal gradients adversely affect optics (e.g., create mirages) buttypically do so to a lesser extent than they affect ultrasonic waves.

For example, an optical system used in a vehicle, in the same manner asan ultrasonic system is used as discussed in detail above, may include ahigh dynamic range camera (HDRC). HDRC's are known devices to thoseskilled in the art. In accordance with the invention, the HDRC can becoupled to a log compression amplifier so that the log compressionamplifier amplifies some electromagnetic waves received by the HDRCrelative to others. Thus, in this embodiment, the log compressionamplifier would compensate for thermal instability affecting thepropagation of electromagnetic waves within the vehicle interior. SomeHDRC cameras are already designed to have this log compression built insuch as one developed by Fraunhofer-Inst. of Microelectron. Circuits &Systems in Duisburg, Germany. An alternate approach using a combinationof spatially varying images is described in International ApplicationNo. WO 00/79784 assigned to Columbia University.

Although the above discussion has centered on the front passenger seat,it is obvious that the same or similar apparatus can be used for thedriver seat as well as the rear seats. Although attention has beenfocused of frontal protection airbags, again the apparatus can beapplied to solving similar problems in side and rear impacts and tocontrol the deployment of other occupant restraints in addition toairbags. Thus, to reiterate some of the more novel features of theinvention, this application discloses: (1) the use of a tubular mountingstructure for the transducers; (2) the use of electronic reduction orsuppression of transducer ringing; (3) the use of mechanical damping ofthe transducer cone, all three of which permits the use of a singletransducer for both sending and receiving; (4) the use of a shaped hornto control the pattern of ultrasound; (5) the use of the resonantfrequency monitoring principle to permit speed of sound compensation;(6) the use of multiple frequencies with sufficient spacing to isolatethe signals from each other; (7) the ability to achieve a completeneural network update using four transducers every 10 to 20milliseconds; (8) the ability to package the transducer and tube into asmall package due to the ability to use a small diameter tube fortransmission with minimal signal loss; (9) the use of a logarithmiccompression amplifier to minimize the effects of thermal gradients inthe vehicle; and (10) the significant cost reduction and performanceimprovement which results from the applications of the above principles.To the extent possible, the foregoing features can be used incombination with one another.

Thus, disclosed above is a method and apparatus for use in a system toidentify, locate and/or monitor occupants, including their parts, andother objects in the passenger compartment and in particular a childseat in the rear facing position or an out-of-position occupant in whichthe contents of the vehicle are irradiated with ultrasonic radiation,e.g., by transmitting ultrasonic radiation waves from an ultrasonic wavegenerating apparatus, and ultrasonic radiation is received using atleast one ultrasonic transducer properly located in the vehiclepassenger compartment, and in specific predetermined optimum locations.The ultrasonic radiation is reflected from any objects in the passengercompartment. More particularly, at least one of the inventions disclosedherein relates to methods and apparatus for enabling a single ultrasonictransducer to be used for both sending and receiving ultrasonic waves,to provide temperature compensation for a system using an ultrasonictransducer, to reduce the effects of thermal gradients on the accuracyof a system using an ultrasonic transducer, for enabling all of aplurality of ultrasonic transducers to send and receive data (waves)simultaneously, for enabling precise control of the radiated pattern ofultrasound waves, in order to achieve a speed, cost and accuracy ofrecognition heretofore not possible. Outputs from the ultrasonicreceivers, are analyzed by appropriate computational means employingtrained pattern recognition technologies, to classify, identify and/orlocate the contents, and/or determine the orientation of a rear facingchild seat, for example. In general, the information obtained by theidentification and monitoring system is used to affect the operation ofsome other system in the vehicle and particularly the passenger and/ordriver airbag systems, which may include a front airbag, a side airbag,a knee bolster, or combinations of the same. However, the informationobtained can be used for a multitude of other vehicle systems.

1.2 Optics

In FIG. 4, the ultrasonic transducers of the previous designs arereplaced by laser transducers 8 and 9 which are connected to amicroprocessor 20. In all other manners, the system operates the same.The design of the electronic circuits for this laser system is describedin some detail in U.S. Pat. No. 05,653,462 and in particular FIG. 8thereof and the corresponding description. In this case, a patternrecognition system such as a neural network system is employed and usesthe demodulated signals from the laser transducers 8 and 9.

A more complicated and sophisticated system is shown conceptually inFIG. 5 where transmitter/receiver assembly 52 is illustrated. In thiscase, as described briefly above, an infrared transmitter and a pair ofoptical receivers are used to capture the reflection of the passenger.When this system is used to monitor the driver as shown in FIG. 5, withappropriate circuitry and a microprocessor, the behavior of the drivercan be monitored. Using this system, not only can the position andvelocity of the driver be determined and used in conjunction with anairbag system, but it is also possible to determine whether the driveris falling asleep or exhibiting other potentially dangerous behavior bycomparing portions of his/her image over time. In this case, the speedof the vehicle can be reduced or the vehicle even stopped if this actionis considered appropriate. This implementation has the highestprobability of an unimpeded view of the driver since he/she must have aclear view through the windshield in order to operate the motor vehicle.

The output of microprocessor 20 of the monitoring system is shownconnected schematically to a general interface 36 which can be thevehicle ignition enabling system; the entertainment system; the seat,mirror, suspension or other adjustment systems; telematics or any otherappropriate vehicle system.

FIG. 8A illustrates a typical wave pattern of transmitted infrared wavesfrom transmitter/receiver assembly 49, which is mounted on the side ofthe vehicle passenger compartment above the front, driver's side door.Transmitter/receiver assembly 51, shown overlaid ontotransmitter/receiver 49, is actually mounted in the center headliner ofthe passenger compartment (and thus between the driver's seat and thefront passenger seat), near the dome light, and is aimed toward thedriver. Typically, there will be a symmetrical installation for thepassenger side of the vehicle. That is, a transmitter/receiver assemblywould be arranged above the front, passenger side door and anothertransmitter/receiver assembly would be arranged in the center headliner,near the dome light, and aimed toward the front, passenger side door.Additional transducers can be mounted in similar places for monitoringboth rear seat positions, another can be used for monitoring the trunkor any other interior volumes. As with the ultrasonic installations,most of the examples below are for automobile applications since theseare generally the most complicated. Nevertheless, at least one of theinventions disclosed herein is not limited to automobile vehicles andsimilar but generally simpler designs apply to other vehicles such asshipping containers, railroad cars and truck trailers.

In a preferred embodiment, each transmitter/receiver assembly 49, 51comprises an optical transducer, which may be a camera and an LED, thatwill frequently be used in conjunction with other opticaltransmitter/receiver assemblies such as shown at 50, 52 and 54, whichact in a similar manner. In some cases, especially when a low costsystem is used primarily to categorize the seat occupancy, a single ordual camera installation is used. In many cases, the source ofillumination is not co-located with the camera. For example, in onepreferred implementation, two cameras such as 49 and 51 are used with asingle illumination source located at 49.

These optical transmitter/receiver assemblies frequently comprise anoptical transmitter, which may be an infrared LED (or possibly a nearinfrared (NIR) LED), a laser with a diverging lens or a scanning laserassembly, and a receiver such as a CCD or CMOS array and particularly anactive pixel CMOS camera or array or a HDRL or HDRC camera or array asdiscussed below. The transducer assemblies map the location of theoccupant(s), objects and features thereof, in a two or three-dimensionalimage as will now be described in more detail.

Optical transducers using CCD arrays are now becoming price competitiveand, as mentioned above, will soon be the technology of choice forinterior vehicle monitoring. A single CCD array of 160 by 160 pixels,for example, coupled with the appropriate trained pattern recognitionsoftware, can be used to form an image of the head of an occupant andaccurately locate the head, eyes, ears etc. for some of the purposes ofat least one of the inventions disclosed herein.

The location or position of the occupant can be determined in variousways as noted and listed above and below as well. Generally, any type ofoccupant sensor can be used. Some particular occupant sensors which canbe used in the systems and methods in accordance with the invention.Specifically, a camera or other device for obtaining images of apassenger compartment of the vehicle occupied by the occupant andanalyzing the images can be mounted at the locations of the transmitterand/or receiver assemblies 49, 50, 51, and 54 in FIG. 8C. The camera orother device may be constructed to obtain three-dimensional imagesand/or focus the images on one or more optical arrays such as CCDs.Further, a mechanism for moving a beam of radiation through a passengercompartment of the vehicle occupied by the occupant, i.e., a scanningsystem, can be used. When using ultrasonic or electromagnetic waves, thetime of flight between the transmission and reception of the waves canbe used to determine the position of the occupant. The occupant sensorcan also be arranged to receive infrared radiation from a space in apassenger compartment of the vehicle occupied by the occupant. It canalso comprise an electric field sensor operative in a seat occupied bythe occupant or a capacitance sensor operative in a seat occupied by theoccupant. The implementation of such sensors in the invention will bereadily appreciated by one skilled in the art in view of the disclosureherein of general occupant sensors for sensing the position of theoccupant using waves, energy or radiation.

Looking now at FIG. 22, a schematic illustration of a system forcontrolling operation of a vehicle based on recognition of an authorizedindividual in accordance with the invention is shown. One or more imagesof the passenger compartment 105 are received at 106 and data derivedtherefrom at 107. Multiple image receivers may be provided at differentlocations. The data derivation may entail any one or more of numeroustypes of image processing techniques such as those described in U.S.Pat. No. 6,397,136 including those designed to improve the clarity ofthe image. A pattern recognition algorithm, e.g., a neural network, istrained in a training phase 108 to recognize authorized individuals. Thetraining phase can be conducted upon purchase of the vehicle by thedealer or by the owner after performing certain procedures provided tothe owner, e.g., entry of a security code or key. In the case of theoperator of a truck or when such an operator takes possession of atrailer or cargo container, the identity of the operator can be sent bytelematics to a central station for recording and perhaps furtherprocessing,

In the training phase for a theft prevention system, the authorizeddriver(s) would sit themselves in the driver or passenger seat andoptical images would be taken and processed to obtain the patternrecognition algorithm. A processor 109 is embodied with the patternrecognition algorithm thus trained to identify whether a person is theauthorized individual by analysis of subsequently obtained data derivedfrom optical images. The pattern recognition algorithm in processor 109outputs an indication of whether the person in the image is anauthorized individual for which the system is trained to identify. Asecurity system 110 enables operations of the vehicle when the patternrecognition algorithm provides an indication that the person is anindividual authorized to operate the vehicle and prevents operation ofthe vehicle when the pattern recognition algorithm does not provide anindication that the person is an individual authorized to operate thevehicle.

Optionally, an optical transmitting unit 111 is provided to transmitelectromagnetic energy into the passenger compartment, or other volumein the case of other vehicles, such that electromagnetic energytransmitted by the optical transmitting unit is reflected by the personand received by the optical image reception device 106.

As noted above, several different types of optical reception devices canbe used including a CCD array, a CMOS array, focal plane array (FPA),Quantum Well Infrared Photodetector (QWIP), any type of two-dimensionalimage receiver, any type of three-dimensional image receiver, an activepixel camera and an HDRC camera.

The processor 109 can be trained to determine the position of theindividuals included in the images obtained by the optical imagereception device, as well as the distance between the optical imagereception devices and the individuals.

Instead of a security system, another component in the vehicle can beaffected or controlled based on the recognition of a particularindividual. For example, the rear view mirror, seat, seat belt anchoragepoint, headrest, pedals, steering wheel, entertainment system, ridequality, air-conditioning/ventilation system can be adjusted.

FIG. 24 shows the components of the manner in which an environment ofthe vehicle, designated 100, is monitored. The environment may either bean interior environment (car, trailer, truck, shipping container,railroad car), the entire passenger compartment or only a part thereof,or an exterior environment. An active pixel camera 101 obtains images ofthe environment and provides the images or a representation thereof, ordata derived therefrom, to a processor 102. The processor 102 determinesat least one characteristic of an object in the environment based on theimages obtained by the active pixel camera 101, e.g., the presence of anobject in the environment, the type of object in the environment, theposition of an object in the environment, the motion of an object in theenvironment and the velocity of an object in the environment. Theenvironment can be any vehicle environment. Several active pixel camerascan be provided, each focusing on a different area of the environment,although some overlap is desired. Instead of an active pixel camera orarray, a single light-receiving pixel can be used in some cases.

Systems based on ultrasonics and neural networks have been verysuccessful in analyzing the seated-state of both the passenger anddriver seats of automobiles. Such systems are now going into productionfor preventing airbag deployment when a rear facing child seat or andout-of-position occupant is present. The ultrasonic systems, however,suffer from certain natural limitations that prevent system accuracyfrom getting better than about 99 percent. These limitations relate tothe fact that the wavelength of ultrasound is typically between 3 mm and8 mm. As a result, unexpected results occur which are due partially tothe interference of reflections from different surfaces. Additionally,commercially available ultrasonic transducers are tuned devices thatrequire several cycles before they transmit significant energy andsimilarly require several cycles before they effectively receive thereflected signals. This requirement has the effect of smearing theresolution of the ultrasound to the point that, for example, using aconventional 40 kHz transducer, the resolution of the system isapproximately three inches.

In contrast, the wavelength of near infrared is less than one micron andno significant interferences occur. Similarly, the system is not tunedand therefore is theoretically sensitive to a very few cycles. As aresult, resolution of the optical system is determined by the pixelspacing in the CCD or CMOS arrays. For this application, typical arrayshave been chosen to be 100 pixels by 100 pixels and therefore the spacebeing imaged can be broken up into pieces that are significantly lessthan 1 cm in size. Naturally, if greater resolution is required arrayshaving larger numbers of pixels are readily available. Another advantageof optical systems is that special lenses can be used to magnify thoseareas where the information is most critical and operate at reducedresolution where this is not the case. For example, the area closest tothe at-risk zone in front of the airbag can be magnified.

To summarize, although ultrasonic neural network systems are operatingwith high accuracy, they do not totally eliminate the problem of deathsand injuries caused by airbag deployments. Optical systems, on the otherhand, at little or no increase in cost, have the capability of virtually100 percent accuracy. Additional problems of ultrasonic systems arisefrom the slow speed of sound and diffraction caused by variations is airdensity. The slow sound speed limits the rate at which data can becollected and thus eliminates the possibility of tracking the motion ofan occupant during a high speed crash.

In an embodiment wherein electromagnetic energy is used, it is to beappreciated that any portion of the electromagnetic signals thatimpinges upon a body portion of the occupant is at least partiallyabsorbed by the body portion. Sometimes, this is due to the fact thatthe human body is composed primarily of water, and that electromagneticenergy at certain frequencies can be readily absorbed by water. Theamount of electromagnetic signal absorption is related to the frequencyof the signal, and size or bulk of the body portion that the signalimpinges upon. For example, a torso of a human body tends to absorb agreater percentage of electromagnetic energy as compared to a hand of ahuman body for some frequencies.

Thus, when electromagnetic waves or energy signals are transmitted by atransmitter, the returning waves received by a receiver provide anindication of the absorption of the electromagnetic energy. That is,absorption of electromagnetic energy will vary depending on the presenceor absence of a human occupant, the occupant's size, bulk, etc., so thatdifferent signals will be received relating to the degree or extent ofabsorption by the occupying item on a seat or elsewhere in the vehicle.The receiver will produce a signal representative of the returned wavesor energy signals which will thus constitute an absorption signal as itcorresponds to the absorption of electromagnetic energy by the occupyingitem in the seat.

Another optical infrared transmitter and receiver assembly is showngenerally at 52 in FIG. 5 and is mounted onto the instrument panelfacing the windshield. Although not shown in this view, reference 52consists of three devices, one transmitter and two receivers, one oneach side of the transmitter. In this case, the windshield is used toreflect the illumination light, and also the light reflected back by thedriver, in a manner similar to the “heads-up” display which is now beingoffered on several automobile models. The “heads-up” display, of course,is currently used only to display information to the driver and is notused to reflect light from the driver to a receiver. In this case, thedistance to the driver is determined stereoscopically through the use ofthe two receivers. In its most elementary sense, this system can be usedto measure the distance between the driver and the airbag module. Inmore sophisticated applications, the position of the driver, andparticularly of the driver's head, can be monitored over time and anybehavior, such as a drooping head, indicative of the driver fallingasleep or of being incapacitated by drugs, alcohol or illness can bedetected and appropriate action taken. Other forms of radiationincluding visual light, radar, terahertz and microwaves as well as highfrequency ultrasound could also be used by those skilled in the art.

A passive infrared system could be used to determine the position of anoccupant relative to an airbag or even to detect the presence of a humanor other life form in a vehicle. Passive infrared measures the infraredradiation emitted by the occupant and compares it to the background. Assuch, unless it is coupled with an imager and a pattern recognitionsystem, it can best be used to determine that an occupant is movingtoward the airbag since the amount of infrared radiation would then beincreasing. Therefore, it could be used to estimate the velocity of theoccupant but not his/her position relative to the airbag, since theabsolute amount of such radiation will depend on the occupant's size,temperature and clothes as well as on his position. When passiveinfrared is used in conjunction with another distance measuring system,such as the ultrasonic system described above, the combination would becapable of determining both the position and velocity of the occupantrelative to the airbag. Such a combination would be economical sinceonly the simplest circuits would be required. In one implementation, forexample, a group of waves from an ultrasonic transmitter could be sentto an occupant and the reflected group received by a receiver. Thedistance to the occupant would be proportional to the time between thetransmitted and received groups of waves and the velocity determinedfrom the passive infrared system. This system could be used in any ofthe locations illustrated in FIG. 5 as well as others not illustratedincluding truck trailers and cargo containers.

Recent advances in Quantum Well Infrared Photodetectors (QWIP) areparticularly applicable here due to the range of frequencies that theycan be designed to sense (3-18 microns) which encompasses the radiationnaturally emitted by the human body. Currently, QWIPs need to be cooledand thus are not quite ready for vehicle applications. There are,however, longer wave IR detectors based of focal plane arrays (FPA) thatare available in low resolution now. As the advantages of SWIR, MWIR andLWIR become more evident, devices that image in this part of theelectromagnetic spectrum will become more available.

Passive infrared could also be used effectively in conjunction with apattern recognition system. In this case, the passive infrared radiationemitted from an occupant can be focused onto a QWIP or FPA or even a CCDarray, in some cases, and analyzed with appropriate pattern recognitioncircuitry, or software, to determine the position of the occupant. Sucha system could be mounted at any of the preferred mounting locationsshown in FIG. 5 as well as others not illustrated.

Lastly, it is possible to use a modulated scanning beam of radiation anda single pixel receiver, PIN or avalanche diode, in the inventionsdescribed above. Any form of energy or radiation used above may also bein the infrared or radar spectrums and may be polarized and filters maybe used in the receiver to block out sunlight etc. These filters may benotch filters and may be made integral with the lens as one or morecoatings on the lens surface as is well known in the art. Note, in manyapplications, this may not be necessary as window glass blocks all IRexcept the near IR.

For some cases, such as a laser transceiver that may contain a CMOSarray, CCD, PIN or avalanche diode or other light sensitive devices, ascanner is also required that can be either solid state as in the caseof some radar systems based on a phased array, an acoustical opticalsystem as is used by some laser systems, or a mirror or MEMS basedreflecting scanner, or other appropriate technology.

An optical classification system using a single or dual camera designwill now be discussed, although more than two cameras can also be usedin the system described below. The occupant sensing system shouldperform occupant classification as well as position tracking since bothare critical information for making decision of airbag deployment in anauto accident. For other purposes such as container or truck trailermonitoring generally only classification is required. FIG. 25 shows apreferred occupant sensing strategy. Occupant classification may be donestatically since the type of occupant does not change frequently.Position tracking, however, has to be done dynamically so that theoccupant can be tracked reliably during pre-crash braking situations.Position tracking should provide continuous position information so thatthe speed and the acceleration of the occupant can be estimated and aprediction can be made even before the next actual measurement takesplace.

The current assignee has demonstrated that occupant classification anddynamic position tracking can be done with a stand-alone optical systemthat uses a single camera. The same image information is processed in asimilar fashion for both classification and dynamic position tracking.As shown in FIG. 26, the whole process can involve five steps: imageacquisition, image preprocessing, feature extraction, neural networkprocessing, and post-processing. These steps will now be discussed.

Step-1 image acquisition is to obtain the image from the imaginghardware. The imaging hardware main components may include one or moreof the following image acquisition devices, a digital CMOS camera, ahigh-power near-infrared LED, and the LED control circuit. A pluralityof such image acquisition devices can be used. This step also includesimage brightness detection and LED control for illumination. Note thatthe image brightness detection and LED control do not have to beperformed for every frame. For example, during a specific interval, theECU can turn the LED ON and OFF and compare the resulting images. If theimage with LED ON is significantly brighter, then it is identified asnighttime condition and the LED will remain ON; otherwise, it isidentified as daytime condition and the LED can remain OFF.

Step-2 image preprocessing performs such activities as removing randomnoise and enhancing contrast. Under daylight condition, the imagecontains unwanted contents because the background is illuminated bysunlight. For example, the movement of the driver, other passengers inthe backseat, and the scenes outside the passenger window can interfereif they are visible in the image. Usually, these unwanted contentscannot be completely eliminated by adjusting the camera position, butthey can be removed by image preprocessing. This process is much lesscomplicated for some vehicle monitoring cases such as trailer and cargocontainers where sunlight is rarely a problem.

Step-3 feature extraction compresses the data from, for example, the76,800 image pixels in the prototype camera to only a few hundredfloating-point numbers, which may be based of edge detection algorithms,while retaining most of the important information. In this step, theamount of the data is significantly reduced so that it becomes possibleto process the data using neural networks in Step-4.

There are many methods to extract information from an image for thepurposes herein. One preferred method is to extract information as tothe location of the edges of an object and then to input thisinformation into a pattern recognition algorithm. As will be discussedbelow, the location and use of the edges of an occupying item asfeatures in an imager is an important contribution of the inventionsdisclosed herein for occupant or other object sensing and tracking in avehicle.

Step-4, to increase the system learning capability and performancestability, modular or combination neural networks can be used with eachmodule handling a different subtask (for example, to handle eitherdaytime or nighttime condition, or to classify a specific occupantgroup).

Step-5 post-processing removes random noise in the neural networkoutputs via filtering. Besides filtering, additional knowledge can beused to remove some of the undesired changes in the neural networkoutput. For example, it is impossible to change from an adult passengerto a child restraint without going through an empty-seat state orkey-off. After post-processing, the final decision of classification isoutput to the airbag control module, or other system, and it is up tothe automakers or vehicle owners or managers to decide how to utilizethe information. A set of display LED's on the instrument panel providesthe same information to the vehicle occupant(s).

If multiple images are acquired substantially simultaneously, each by adifferent image acquisition device, then each image can be processed inthe manner above. A comparison of the classification of the occupantobtained from the processing of the image obtained by each imageacquisition device can be performed to ascertain any variations. Ifthere are no variations, then the classification of the occupant islikely to be very accurate. However, in the presence of variations, thenthe images can be discarded and new images acquired until variations areeliminated.

A majority approach might also be used. For example, if three or moreimages are acquired by three different cameras, or other imagers, thenif two provide the same classification, this classification will beconsidered the correct classification. Alternately, all of the data fromall of the images can be analyzed and together in one combined neuralnetwork or combination neural network.

Referring again to FIG. 25, after the occupant is classified from theacquired image or images, i.e., as an empty seat (classification 1), aninfant carrier or an occupied rearward-facing child seat (classification2), a child or occupied forward-facing child seat (classification 3) oran adult passenger (classification 4), additional classification may beperformed for the purpose determining a recommendation for control of avehicular component such as an occupant restraint device.

For classifications 1 and 2, the recommendation is always to suppressdeployment of the occupant restraint device. For classifications 3 and4, dynamic position tracking is performed. This involves the training ofneural networks or other pattern recognition techniques, one for eachclassification, so that once the occupant is classified, the particularneural network can be trained to analyze the dynamic position of thatoccupant will be used. That is, the data from acquired images will beinput to the neural network to determine a recommendation for control ofthe occupant restraint device and also into the neural network fordynamic position tracking of an adult passenger when the occupant isclassified as an adult passenger. The recommendation may be either asuppression of deployment, a depowered deployment or a full powerdeployment.

To additionally summarize, the system described can be a single ormultiple camera or other imager system where the cameras are typicallymounted on the roof or headliner of the vehicle either on the roof railsor center or other appropriate location. The source of illumination istypically one or more infrared LEDs and if infrared, the images aretypically monochromic, although color can effectively be used whennatural illumination is available. Images can be obtained at least asfast as 100 frames per second; however, slower rates are frequentlyadequate. A pattern recognition algorithmic system can be used toclassify the occupancy of a seat into a variety of classes such as: (1)an empty seat; (2) an infant seat which can be further classified asrear or forward facing; (3) a child which can be further classified asin or out-of-position and (4) an adult which can also be furtherclassified as in or out-of-position. Such a system can be used tosuppress the deployment of an occupant restraint. If the occupant isfurther tracked so that his or her position relative to the airbag, forexample, is known more accurately, then the airbag deployment can betailored to the position of the occupant. Such tracking can beaccomplished since the location of the head of the occupant is eitherknown from the analysis or can be inferred due to the position of otherbody parts.

As will be discussed in more detail below, data and images from theoccupant sensing system, which can include an assessment of the type andmagnitude of injuries, along with location information if available, canbe sent to an appropriate off-vehicle location such as an emergencymedical system (EMS) receiver either directly by cell phone, forexample, via a telematics system such as OnStar®, or over the internetif available in order to aid the service in providing medical assistanceand to access the urgency of the situation. The system can additionallybe used to identify that there are occupants in the vehicle that hasbeen parked, for example, and to start the vehicle engine and heater ifthe temperature drops below a safe threshold or to open a window oroperate the air conditioning in the event that the temperature raises toa temperature above a safe threshold. In both cases, a message can besent to the EMS or other services by any appropriate method such asthose listed above. A message can also be sent to the owner's beeper orPDA.

The system can also be used alone or to augment the vehicle securitysystem to alert the owner or other person or remote site that thevehicle security has been breeched so as to prevent danger to areturning owner or to prevent a theft or other criminal act. Asdiscussed elsewhere herein, one method of alerting the owner or anotherinterested person is through a satellite communication with a servicesuch a as Skybitz or equivalent. The advantage here is that the powerrequired to operate the system can be supplied by a long life batteryand thus the system can be independent of the vehicle power system.

As discussed above and below, other occupant sensing systems can also beprovided that monitor the breathing or other motion of the driver, forexample, including the driver's heartbeat, eye blink rate, gestures,direction or gaze and provide appropriate responses including thecontrol of a vehicle component including any such components listedherein. If the driver is falling asleep, for example, a warning can beissued and eventually the vehicle directed off the road if necessary.

The combination of a camera system with a microphone and speaker allowsfor a wide variety of options for the control of vehicle components. Asophisticated algorithm can interpret a gesture, for example, that maybe in response to a question from the computer system. The driver mayindicate by a gesture that he or she wants the temperature to change andthe system can then interpret a “thumbs up” gesture for highertemperature and a “thumbs down” gesture for a lower temperature. When itis correct, the driver can signal by gesture that it is fine. A verylarge number of component control options exist that can be entirelyexecuted by the combination of voice, speakers and a camera that can seegestures. When the system does not understand, it can ask to have thegesture repeated, for example, or it can ask for a confirmation. Note,the presence of an occupant in a seat can even be confirmed by a wordspoken by the occupant, for example, which can use a technology known asvoice print if it is desired to identify the particular occupant.

It is also to be noted that the system can be trained to recognizeessentially any object or object location that a human can recognize andeven some that a human cannot recognize since the system can have thebenefit of special illumination as discussed above. If desired, aparticular situation such as the presence of a passenger's feet on theinstrument panel, hand on a window frame, head against the side window,or even lying down with his or her head in the lap of the driver, forexample, can be recognized and appropriate adjustments to a componentperformed.

Note, it has been assumed that the camera would be permanently mountedin the vehicle in the above discussion. This need not be the case andespecially for some after-market products, the camera function can besupplied by a cell phone or other device and a holder appropriately (andremovably) mounted in the vehicle.

Again the discussion above related primarily to sensing the interior ofand automotive vehicle for the purposes of controlling a vehiclecomponent such as a restraint system. When the vehicle is a shippingcontainer then different classifications can be used depending on theobjective. If it is to determine whether there is a life form movingwithin the container, a stowaway, for example, then that can be oneclassification. Another may be the size of a cargo box or whether it ismoving. Still another may be whether there is an unauthorized entry inprogress or that the door has been opened. Others include the presenceof a particular chemical vapor, radiation, excessive temperature,excessive humidity, excessive shock, excessive vibration etc.

1.3 Ultrasonics and Optics

In some cases, a combination of an optical system such as a camera andan ultrasonic system can be used. In this case, the optical system canbe used to acquire an image providing information as to the vertical andlateral dimensions of the scene and the ultrasound can be used toprovide longitudinal information, for example.

A more accurate acoustic system for determining the distance to aparticular object, or a part thereof, in the passenger compartment isexemplified by transducers 24 in FIG. 8E. In this case, three ultrasonictransmitter/receivers 24 are shown spaced apart mounted onto theA-pillar of the vehicle. Due to the wavelength, it is difficult to get anarrow beam using ultrasonics without either using high frequencies thathave limited range or a large transducer. A commonly available 40 kHztransducer, for example, is about 1 cm. in diameter and emits a sonicwave that spreads at about a sixty-degree angle. To reduce this anglerequires making the transducer larger in diameter. An alternate solutionis to use several transducers and to phase the transmissions from thetransducers so that they arrive at the intended part of the target inphase. Reflections from the selected part of the target are thenreinforced whereas reflections from adjacent parts encounterinterference with the result that the distance to the brightest portionwithin the vicinity of interest can be determined. A low-Q transducermay be necessary for this application.

By varying the phase of transmission from the three transducers 24, thelocation of a reflection source on a curved line can be determined. Inorder to locate the reflection source in space, at least one additionaltransmitter/receiver is required which is not co-linear with the others.The waves shown in FIG. 8E coming from the three transducers 24 areactually only the portions of the waves which arrive at the desiredpoint in space together in phase. The effective direction of these wavestreams can be varied by changing the transmission phase between thethree transmitters 24.

A determination of the approximate location of a point of interest onthe occupant can be accomplished by a CCD or CMOS array and appropriateanalysis and the phasing of the ultrasonic transmitters is determined sothat the distance to the desired point can be determined.

Although the combination of ultrasonics and optics has been described,it will now be obvious to others skilled in the art that other sensortypes can be combined with either optical or ultrasonic transducersincluding weight sensors of all types as discussed below, as well aselectric field, chemical, temperature, humidity, radiation, vibration,acceleration, velocity, position, proximity, capacitance, angular rate,heartbeat, radar, other electromagnetic, and other sensors.

1.4 Other Transducers

In FIG. 4, the ultrasonic transducers of the previous designs can bereplaced by laser or other electromagnetic wave transducers ortransceivers 8 and 9, which are connected to a microprocessor 20. Asdiscussed above, these are only illustrative mounting locations and anyof the locations described herein are suitable for particulartechnologies. Also, such electromagnetic transceivers are meant toinclude the entire electromagnetic spectrum including from X-rays to lowfrequencies where sensors such as capacitive or electric field sensorsincluding so called “displacement current sensors” as discussed indetail elsewhere herein, and the auto-tune antenna sensor also discussedherein operate.

1.5 Circuits

There are several preferred methods of implementing the vehicle interiormonitoring systems of at least one of the inventions disclosed hereinincluding a microprocessor, an application specific integrated circuitsystem (ASIC), a system on a chip and/or an FPGA or DSP. These systemsare represented schematically as 20 herein. In some systems, both amicroprocessor and an ASIC are used. In other systems, most if not allof the circuitry is combined onto a single chip (system on a chip). Theparticular implementation depends on the quantity to be made andeconomic considerations. It also depends on time-to-marketconsiderations where FPGA is frequently the technology of choice.

The design of the electronic circuits for a laser system is described insome detail in U.S. Pat. No. 05,653,462 and in particular FIG. 8 thereofand the corresponding description.

2. Adaptation

The process of adapting a system of occupant or object sensingtransducers to a vehicle is described in detail in U.S. patentapplication Ser. No. 10/931,288 and is incorporated by reference herein.

Referring again to FIG. 6, and to FIG. 6A which differs from FIG. 6 onlyin the use of a strain gage weight sensor mounted within the seatcushion, motion sensor 73 can be a discrete sensor that detects relativemotion in the passenger compartment of the vehicle. Such sensors arefrequently based on ultrasonics and can measure a change in theultrasonic pattern that occurs over a short time period. Alternately,the subtracting of one position vector from a previous position vectorto achieve a differential position vector can detect motion. For thepurposes herein, a motion sensor will be used to mean either aparticular device that is designed to detect motion for the creation ofa special vector based on vector differences or a neural network trainedto determine motion based on successive vectors.

An ultrasonic, optical or other sensor or transducer system 9 can bemounted on the upper portion of the front pillar, i.e., the A-Pillar, ofthe vehicle and a similar sensor system 6 can be mounted on the upperportion of the intermediate pillar, i.e., the B-Pillar. Each sensorsystem 6, 9 may comprise a transducer. The outputs of the sensor systems6 and 9 can be input to a band pass filter 60 through a multiplexcircuit 59 which can be switched in synchronization with a timing signalfrom the ultrasonic sensor drive circuit 58, for example, and then canbe amplified by an amplifier 61. The band pass filter 60 removes a lowfrequency wave component from the output signal and also removes some ofthe noise. The envelope wave signal can be input to an analog/digitalconverter (ADC) 62 and digitized as measured data. The measured data canbe input to a processing circuit 63, which can be controlled by thetiming signal which can be in turn output from the sensor drive circuit58. The above description applies primarily to systems based onultrasonics and will differ somewhat for optical, electric field andother systems and for different vehicle types.

Each of the measured data can be input to a normalization circuit 64 andnormalized. The normalized measured data can be input to the combinationneural network (circuit) 65, for example, as wave data.

The output of the pressure or weight sensor(s) 7, 76 or 97 (see FIG. 6A)can be amplified by an amplifier 66 coupled to the pressure or weightsensor(s) 7, 76 and 97 and the amplified output can be input to ananalog/digital converter and then directed to the neural network 65, forexample, of the processor. Amplifier 66 can be useful in someembodiments but it may be dispensed with by constructing the sensors 7,76, 97 to provide a sufficiently strong output signal, and even possiblya digital signal. One manner to do this would be to construct the sensorsystems with appropriate electronics.

The neural network 65 can be directly connected to the ADCs 68 and 69,the ADC associated with amplifier 66 and the normalization circuit 64.As such, information from each of the sensors in the system (a stream ofdata) can be passed directly to the neural network 65 for processingthereby. The streams of data from the sensors are usually not combinedprior to the neural network 65 and the neural network 65 can be designedto accept the separate streams of data (e.g., at least a part of thedata at each input node) and process them to provide an outputindicative of the current occupancy state of the seat or of the vehicle.The neural network 65 thus includes or incorporates a plurality ofalgorithms derived by training in the manners discussed herein. Once thecurrent occupancy state of the seat or vehicle is determined, it ispossible to control vehicular components or systems, such as the airbagsystem or telematics system, in consideration of the current occupancystate of the seat or vehicle.

A discussion of the methodology of adapting a monitoring system to anautomotive vehicle for the purpose primarily of controlling a componentsuch as a restraint system is disclosed in U.S. patent application Ser.No. 10/931,288 (with reference to FIGS. 28-36 thereof) and isincorporated by reference herein.

Although the methods are described mainly in connection with the use ofultrasonic transducers, they are also applicable to optical, radar,capacitive, electric field and other sensing systems. In particular, animportant feature of at least one of the inventions disclosed herein isthe proper placement of two or more separately located receivers suchthat the system still operates with high reliability if one of thereceivers is blocked by some object such as a newspaper or box. Thisfeature is also applicable to systems using electromagnetic radiationinstead of ultrasonic, however the particular locations will differbased on the properties of the particular transducers. Optical sensorsbased on two-dimensional cameras or other image sensors, for example,are more appropriately placed on the sides of a rectangle surroundingthe seat to be monitored, for the automotive vehicle case, rather thanat the corners of such a rectangle as is the case with ultrasonicsensors. This is because ultrasonic sensors measure an axial distancefrom the sensor where the 2D camera is most appropriate for measuringdistances up and down and across its field view rather than distances tothe object. With the use of electromagnetic radiation and the advanceswhich have recently been made in the field of very low light levelsensitivity, it is now possible, in some implementations, to eliminatethe transmitters and use background light as the source of illuminationalong with using a technique such as auto-focusing or stereo vision toobtain the distance from the receiver to the object. Thus, onlyreceivers would be required further reducing the complexity of thesystem.

Although implicit in the above discussion, an important feature of atleast one of the inventions disclosed herein which should be emphasizedis the method of developing a system having distributed transducermountings. Other systems which have attempted to solve the rear facingchild seat (RFCS) and out-of-position problems have relied on a singletransducer mounting location or at most, two transducer mountinglocations. Such systems can be easily blinded by a newspaper or by thehand of an occupant, for example, which is imposed between the occupantand the transducers. This problem is almost completely eliminatedthrough the use of three or more transducers which are mounted so thatthey have distinctly different views of the passenger compartment volumeof interest. If the system is adapted using four transducers, forexample, the system suffers only a slight reduction in accuracy even iftwo of the transducers are covered so as to make them inoperable.However, the automobile manufacturers may not wish to pay the cost ofseveral different mounting locations and an alternate is to mount thesensors high where blockage is difficult and to diagnose whether ablockage state exists.

It is important in order to obtain the full advantages of the systemwhen a transducer is blocked, that the training and independentdatabases contains many examples of blocked transducers. If the patternrecognition system, the neural network in this case, has not beentrained on a substantial number of blocked transducer cases, it will notdo a good job in recognizing such cases later. This is yet anotherinstance where the makeup of the databases is crucial to the success ofdesigning the system that will perform with high reliability in avehicle and is an important aspect of the instant invention. Whencamera-based transducers are used, for example, an alternative strategyis to diagnose when a newspaper or other object is blocking a camera,for example. In most cases, a short time blockage is of littleconsequence since earlier decisions provide the seat occupancy and thedecision to enable deployment or suppress deployment of the occupantrestraint will not change. For a prolonged blockage, the diagnosticsystem can provide a warning light indicating to the driver, operator orother interested party which may be remote from the vehicle, that thesystem is malfunctioning and the deployment decision is again either notchanged or changed to the default decision, which is usually to enabledeployment for the automobile occupant monitoring case.

Let us now consider some specific issues:

1. Blocked transducers. It is sometimes desirable to positively identifya blocked transducer and when such a situation is found to use adifferent neural network which has only been trained on the subset ofunblocked transducers. Such a network, since it has been trainedspecifically on three transducers, for example, will generally performmore accurately than a network which has been trained on fourtransducers with one of the transducers blocked some of the time. Once ablocked transducer has been identified the occupant or other interestedparty can be notified if the condition persists for more than areasonable time.

2. Transducer Geometry. Another technique, which is frequently used indesigning a system for a particular vehicle, is to use a neural networkto determine the optimum mounting locations, aiming or orientationdirections and field angles of transducers. For particularly difficultvehicles, it is sometimes desirable to mount a large number ofultrasonic transducers, for example, and then use the neural network toeliminate those transducers which are least significant. This is similarto the technique described above where all kinds of transducers arecombined initially and later pruned.

3. Data quantity. Since it is very easy to take large amounts data andyet large databases require considerably longer training time for aneural network, a test of the variability of the database can be madeusing a neural network. If, for example, after removing half of the datain the database, the performance of a trained neural network against thevalidation database does not decrease, then the system designer suspectsthat the training database contains a large amount of redundant data.Techniques such as similarity analysis can then be used to remove datathat is virtually indistinguishable from other data. Since it isimportant to have a varied database, it is undesirable generally to haveduplicate or essentially duplicate vectors in the database since thepresence of such vectors can bias the system and drive the system moretoward memorization and away from generalization.

4. Environmental factors. An evaluation can be made of the beneficialeffects of using varying environmental influences, such as temperatureor lighting, during data collection on the accuracy of the system usingneural networks along with a technique such as design of experiments.

5. Database makeup. It is generally believed that the training databasemust be flat, meaning that all of the occupancy states that the neuralnetwork must recognize must be approximately equally represented in thetraining database. Typically, the independent database has approximatelythe same makeup as the training database. The validation database, onthe other hand, typically is represented in a non-flat basis withrepresentative cases from real world experience. Since there is no needfor the validation database to be flat, it can include many of theextreme cases as well as being highly biased towards the most commoncases. This is the theory that is currently being used to determine themakeup of the various databases. The success of this theory continues tobe challenged by the addition of new cases to the validation database.When significant failures are discovered in the validation database, thetraining and independent databases are modified in an attempt to removethe failure.

6. Biasing. All seated state occupancy states are not equally important.The final system for the automotive case for example must be nearly 100%accurate for forward facing “in-position” humans, i.e., normallypositioned humans. Since that will comprise the majority of the realworld situations, even a small loss in accuracy here will cause theairbag to be disabled in a situation where it otherwise would beavailable to protect an occupant. A small decrease in accuracy will thusresult in a large increase in deaths and injuries. On the other hand,there are no serious consequences if the airbag is deployed occasionallywhen the seat is empty. Various techniques are used to bias the data inthe database to take this into account. One technique is to give a muchhigher value to the presence of a forward facing human during thesupervised learning process than to an empty seat. Another technique isto include more data for forward facing humans than for empty seats.This, however, can be dangerous as an unbalanced network leads to a lossof generality.

7. Screening. It is important that the loop be closed on dataacquisition. That is, the data must be checked at the time the data isacquired to be sure that it is good data. Bad data can happen, forexample, because of electrical disturbances on the power line, sourcesof ultrasound such as nearby welding equipment, or due to human error.If the data remains in the training database, for example, then it willdegrade the performance of the network. Several methods exist foreliminating bad data. The most successful method is to take an initialquantity of data, such as 30,000 to 50,000 vectors, and create aninterim network. This is normally done anyway as an initial check on thesystem capabilities prior to engaging in an extensive data collectionprocess. The network can be trained on this data and, as the realtraining data is acquired, the data can be tested against the neuralnetwork created on the initial data set. Any vectors that fail areexamined for reasonableness.

8. Vector normalization method. Through extensive research, it has beenfound that the vector should be normalized based on all of the data inthe vector, that is have all its data values range from 0 to 1. Forparticular cases, however, it has been found desirable to apply thenormalization process selectively, eliminating or treating differentlythe data at the early part of the data from each transducer. This isespecially the case when there is significant ringing on the transduceror cross talk when a separate ultrasonic send and receive transducer isused. There are times when other vector normalization techniques arerequired and the neural network system can be used to determine the bestvector normalization technique for a particular application.

9. Feature extraction. The success of a neural network system canfrequently be aided if additional data is inputted into the network. Oneultrasonic example can be the number of 0 data points before the firstpeak is experienced. Alternately, the exact distance to the first peakcan be determined prior to the sampling of the data. Other features caninclude the number of peaks, the distance between the peaks, the widthof the largest peak, the normalization factor, the vector mean orstandard deviation, etc. These normalization techniques are frequentlyused at the end of the adaptation process to slightly increase theaccuracy of the system.

10. Noise. It has been frequently reported in the literature that addingnoise to the data that is provided to a neural network can improve theneural network accuracy by leading to better generalization and awayfrom memorization. However, the training of the network in the presenceof thermal gradients has been shown to substantially eliminate the needto artificially add noise to the data for ultrasonic systems.Nevertheless, in some cases, improvements have been observed when randomarbitrary noise of a rather low level is superimposed on the trainingdata.

11. Photographic recording of the setup. After all of the data has beencollected and used to train a neural network, it is common to find asignificant number of vectors which, when analyzed by the neuralnetwork, give a weak or wrong decision. These vectors must be carefullystudied especially in comparison with adjacent vectors to see if thereis an identifiable cause for the weak or wrong decision. Perhaps theoccupant was on the borderline of the keep out zone and strayed into thekeep out zone during a particular data collection event. For thisreason, it is desirable to photograph each setup simultaneous with thecollection of the data. This can be done using one or more camerasmounted in positions where they can have a good view of the seatoccupancy. Sometimes several cameras are necessary to minimize theeffects of blockage by a newspaper, for example. Having the photographicrecord of the data setup is also useful when similar results areobtained when the vehicle is subjected to real world testing. Duringreal world testing, one or more cameras should also be present and thetest engineer is required to initiate data collection whenever thesystem does not provide the correct response. The vector and thephotograph of this real world test can later be compared to similarsetups in the laboratory to see whether there is data that was missed inderiving the matrix of vehicle setups for training the vehicle.

12. Automation. When collecting data in the vehicle it is desirable toautomate the motion of the vehicle seat, seatback, windows, visors etc.so that in this manner, the positions of these items can be controlledand distributed as desired by the system designer. This minimizes thepossibility of taking too much data at one configuration and therebyunbalancing the network.

13. Automatic setup parameter recording. To achieve an accurate dataset, the key parameters of the setup should be recorded automatically.These include the temperatures at various positions inside the vehicleand for the automotive case, the position of the vehicle seat, andseatback, the position of the headrest, visor and windows and, wherepossible, the position of the vehicle occupant(s). The automaticrecordation of these parameters minimizes the effects of human errors.

14. Laser Pointers. For the ultrasonic case, during the initial datacollection with full horns mounted on the surface of the passengercompartment, care must the exercised so that the transducers are notaccidentally moved during the data collection process. In order to checkfor this possibility, a small laser diode is incorporated into eachtransducer holder. The laser is aimed so that it illuminates some othersurface of the passenger compartment at a known location. Prior to eachdata taking session, each of the transducer aiming points is checked.

15. Multi-frequency transducer placement. When data is collected fordynamic out-of-position, each of the ultrasonic transducers must operateat a different frequency so that all transducers can transmitsimultaneously. By this method, data can be collected every 10milliseconds, which is sufficiently fast to approximately track themotion of an occupant during pre-crash braking prior to an impact. Aproblem arises in the spacing of the frequencies between the differenttransducers. If the spacing is too close, it becomes very difficult toseparate the signals from different transducers and it also affects thesampling rate of the transducer data and thus the resolution of thetransducers. If an ultrasonic transducer operates at a frequency muchbelow about 35 kHz, it can be sensed by dogs and other animals. If thetransducer operates at a frequency much above 70 kHz, it is verydifficult to make the open type of ultrasonic transducer, which producesthe highest sound pressure. If the multiple frequency system is used forboth the driver and passenger-side, as many as eight separatefrequencies are required. In order to find eight frequencies between 35kHz and 70 kHz, a frequency spacing of 5 kHz is required. In order touse conventional electronic filters and to provide sufficient spacing topermit the desired resolution at the keep out zone border, a 10 kHzspacing is desired. These incompatible requirements can be solvedthrough a careful, judicious placement of the transducers such thattransducers that are within 5 kHz of each other are placed such thatthere is no direct path between the transducers and any indirect path issufficiently long so that it can be filtered temporally. For thisexample, the transducers operate at the following frequencies A 65 kHz,B 55 kHz, C 35 kHz, D 45 kHz, E 50 kHz, F 40 kHz, G 60 kHz, H 70 kHz.Actually, other arrangements adhering to the principle described abovewould also work.

16. Use of a PC in data collection. When collecting data for thetraining, independent, and validation databases, it is frequentlydesirable to test the data using various screening techniques and todisplay the data on a monitor. Thus, during data collection the processis usually monitored using a desktop PC for data taken in the laboratoryand a laptop PC for data taken on the road.

17. Use of referencing markers and gages. In addition to and sometimesas a substitution for, the automatic recording of the positions of theseats, seatbacks, windows etc. as described above, a variety of visualmarkings and gages are frequently used. This includes markings to showthe angular position of the seatback, the location of the seat on theseat track, the degree of openness of the window, etc. Also in thosecases where automatic tracking of the occupant is not implemented,visual markings are placed such that a technician can observe that thetest occupant remains within the required zone for the particular datataking exercise. Sometimes, a laser diode is used to create a visualline in the space that represents the boundary of the keep out zone orother desired zone boundary.

18. Subtracting out data that represents reflections from known seatparts or other vehicle components. This is particularly useful if theseat track and seatback recline positions are known.

19. Improved identification and tracking can sometimes be obtained ifthe object can be centered or otherwise located in a particular part ofthe neural network in a manner similar to the way the human eye centersan object to be examined in the center of its field of view.

20. Continuous tracking of the object in place of a zone-based systemalso improves the operation of the pattern recognition system sincediscontinuities are frequently difficult for the pattern recognitionsystem, such as a neural network, to handle. In this case, the locationof the occupant relative to the airbag cover, for example, would bedetermined and then a calculation as to what zone the object is locatedin can be determined and the airbag deployment decision made(suppression, depowered, delayed, deployment). This also permits adifferent suppression zone to be used for different sized occupantsfurther improving the matching of the airbag deployment to the occupant.

It is important to realize that the adaptation process described hereinapplies to any combination of transducers that provide information aboutthe vehicle occupancy. These include weight sensors, capacitive sensors,electric field sensors, inductive sensors, moisture sensors, chemicalsensors, ultrasonic, radiation, optic, infrared, radar, X-ray amongothers. The adaptation process begins with a selection of candidatetransducers for a particular vehicle model. This selection is based onsuch considerations as cost, alternate uses of the system other thanoccupant sensing, vehicle interior compartment geometry, desiredaccuracy and reliability, vehicle aesthetics, vehicle manufacturerpreferences, and others. Once a candidate set of transducers has beenchosen, these transducers are mounted in the test vehicle according tothe teachings of at least one of the inventions disclosed herein. Thevehicle is then subjected to an extensive data collection processwherein various objects are placed in the vehicle at various locationsas described below and an initial data set is collected. A patternrecognition system is then developed using the acquired data and anaccuracy assessment is made. Further studies are made to determinewhich, if any, of the transducers can be eliminated from the design. Ingeneral, the design process begins with a surplus of sensors plus anobjective as to how many sensors are to be in the final vehicleinstallation. The adaptation process can determine which of thetransducers are most important and which are least important and theleast important transducers can be eliminated to reduce system cost andcomplexity.

A process for adapting an ultrasonic system to a vehicle will now bedescribed. Note, some steps will not apply to some vehicles. A moredetailed list of steps is provided in Appendix 2 (set forth in U.S.patent application Ser. No. 10/940,881 incorporated by referenceherein). Although the pure ultrasonic system is described here forautomotive applications, a similar or analogous set of steps applies forother vehicle types and when other technologies such as weight andoptical (scanning or imager) or other electromagnetic wave or electricfield systems such as capacitance and field monitoring systems are used.This description is thus provided to be exemplary and not limiting:

1. Select transducer, horn and grill designs to fit the vehicle. At thisstage, usually full horns are used which are mounted so that theyproject into the compartment. No attempt is made at this time to achievean esthetic matching of the transducers to the vehicle surfaces. Anestimate of the desired transducer fields is made at this time eitherfrom measurements in the vehicle directly or from CAD drawings.

2. Make polar plots of the transducer ultrasonic fields. Transducers andcandidate horns and grills are assembled and tested to confirm that thedesired field angles have been achieved. This frequently requires someadjustment of the transducers in the horn and of the grill. A properlydesigned grill for ultrasonic systems can perform a similar function asa lens for optical systems.

3. Check to see that the fields cover the required volumes of thevehicle passenger compartment and do not impinge on adjacent flatsurfaces that may cause multipath effects. Redesign horns and grills ifnecessary.

4. Install transducers into vehicle.

5. Map transducer fields in the vehicle and check for multipath effectsand proper coverage.

6. Adjust transducer aim and re-map fields if necessary.

7. Install daily calibration fixture and take standard setup data.

8. Acquire 50,000 to 100,000 vectors of data

9. Adjust vectors for volume considerations by removing some initialdata points if cross talk or ringing is present and some final points tokeep data in the desired passenger compartment volume.

10. Normalize vectors.

11. Run neural network algorithm generating software to create algorithmfor vehicle installation.

12. Check the accuracy of the algorithm. If not sufficiently accuratecollect more data where necessary and retrain. If still not sufficientlyaccurate, add additional transducers to cover holes.

13. When sufficient accuracy is attained, proceed to collect ˜500,000training vectors varying:

-   -   Occupancy (see Appendices 1 and 3):    -   Occupant size, position (zones), clothing etc    -   Child seat type, size, position etc.    -   Empty seat    -   Vehicle configuration:    -   Seat position    -   Window position    -   Visor and armrest position    -   Presence of other occupants in adjoining seat or rear seat    -   Temperature    -   Temperature gradient—stable    -   Temperature turbulence—heater and air conditioner    -   Wind turbulence—High speed travel with windows open, top down        etc.    -   Other similar features when the adaptation is to a vehicle other        than an automobile.

14. Collect ˜100,000 vectors of Independent data using othercombinations of the above

15. Collect ˜50,000 vectors of “real world data” to represent theacceptance criteria and more closely represent the actual seated stateprobabilities in the real world.

16. Train network and create an algorithm using the training vectors andthe Independent data vectors.

17. Validate the algorithm using the real world vectors.

18. Install algorithm into the vehicle and test.

19. Decide on post processing methodology to remove final holes (areasof inaccuracy) in system

20. Implement post-processing methods into the algorithm

21. Final test. The process up until step 13 involves the use oftransducers with full horns mounted on the surfaces of the interiorpassenger compartment. At some point, the actual transducers which areto be used in the final vehicle must be substituted for the trialtransducers. This is either done prior to step 13 or at this step. Thisprocess involves designing transducer holders that blend with the visualsurfaces of the vehicular compartment so that they can be covered with aproperly designed grill that helps control the field and also serves toretain the esthetic quality of the interior. This is usually a lengthyprocess and involves several consultations with the customer. Usually,therefore, the steps from 13-20 are repeated at this point after the fintransducer and holder design has been selected. The initial data takenwith full horns gives a measure of the best system that can be made tooperate in the vehicle. Some degradation in performance is expected whenthe aesthetic horns and grills are substituted for the full horns. Byconducting two complete data collection cycles, an accurate measure ofthis accuracy reduction can be obtained.

22. Up until this point, the best single neural network algorithm hasbeen developed. The final step is to implement the principles of acombination neural network in order to remove some remaining errorsources such as bad data and to further improve the accuracy of thesystem. It has been found that the implementation of combination neuralnetworks can reduce the remaining errors by up to 50 percent. Acombination neural network CAD optimization program provided byInternational Scientific Research Inc. can now be used to derive theneural network architecture. Briefly, the operator lays out acombination neural network involving many different neural networksarranged in parallel and in series and with appropriate feedbacks whichthe operator believes could be important. The software then optimizeseach neural network and also provides an indication of the value of thenetwork. The operator can then selectively eliminate those networks withlittle or no value and retrain the system. Through this combination ofpruning, retraining and optimizing the final candidate combinationneural network results.

23. Ship to customers to be used in production vehicles.

24. Collect additional real world validation data for continuousimprovement.

More detail on the operation of the transducers and control circuitry aswell as the neural network is provided in the above-referenced patentsand patent applications and elsewhere herein. One particular example ofa successful neural network for the two transducer case had 78 inputnodes, 6 hidden nodes and 1 output node and for the four transducer casehad 176 input nodes 20 hidden layer nodes on hidden layer one, 7 hiddenlayer nodes on hidden layer two and 1 output node. The weights of thenetwork were determined by supervised training using the backpropagation method as described in the above-referenced patents andpatent applications and in more detail in the references cited therein.Other neural network architectures are possible including RCE, LogiconProjection, Stochastic, cellular, or support vector machine, etc. Anexample of a combination neural network system is shown in FIG. 37 ofU.S. patent application Ser. No. 10/940,881 and is incorporated byreference herein. Any of the network architectures mention here can beused for any of the boxes in FIG. 37.

Finally, the system is trained and tested with situations representativeof the manufacturing and installation tolerances that occur during theproduction and delivery of the vehicle as well as usage anddeterioration effects. Thus, for example, the system is tested with thetransducer mounting positions shifted by up to one inch in any directionand rotated by up to 5 degrees, with a simulated accumulation of dirtand other variations. This tolerance to vehicle variation also sometimespermits the installation of the system onto a different but similarmodel vehicle with, in many cases, only minimal retraining of thesystem.

3. Mounting Locations for and Quantity of Transducers

Ultrasonic transducers are relatively good at measuring the distancealong a radius to a reflective object. An optical array, to be discussednow, on the other hand, can get accurate measurements in two dimensions,the lateral and vertical dimensions relative to the transducer. Assumingthe optical array has dimensions of 100 by 100 as compared to anultrasonic sensor that has a single dimension of 100, an optical arraycan therefore provide 100 times more information than the ultrasonicsensor. Most importantly, this vastly greater amount of information doesnot cost significantly more to obtain than the information from theultrasonic sensor.

As illustrated in FIGS. 8A-8D, the optical sensors are typically locatedfor an automotive vehicle at the positions where the desired informationis available with the greatest resolution. These positions are typicallyin the center front and center rear of the occupancy seat and at thecenter on each side and top. This is in contrast to the optimum locationfor ultrasonic sensors, which are the corners of such a rectangle thatoutlines the seated volume. Styling and other constraints often preventmounting of transducers at the optimum locations.

An optical infrared transmitter and receiver assembly is shown generallyat 52 in FIG. 8B and is mounted onto the instrument panel facing thewindshield. Assembly 52 can either be recessed below the upper face ofthe instrument panel or mounted onto the upper face of the instrumentpanel. Assembly 52, shown enlarged, comprises a source of infraredradiation, or another form of electromagnetic radiation, and a CCD, CMOSor other appropriate arrays of typically 160 pixels by 160 pixels. Inthis embodiment, the windshield is used to reflect the illuminationlight provided by the infrared radiation toward the objects in thepassenger compartment and also reflect the light being reflected back bythe objects in the passenger compartment, in a manner similar to the“heads-up” display which is now being offered on several automobilemodels. The “heads-up” display, of course, is currently used only todisplay information to the driver and is not used to reflect light fromthe driver to a receiver. Once again, unless one of the distancemeasuring systems as described below is used, this system alone cannotbe used to determine distances from the objects to the sensor. Its mainpurpose is object identification and monitoring. Depending on theapplication, separate systems can be used for the driver and for thepassenger. In some cases, the cameras located in the instrument panelwhich receive light reflected off of the windshield can be co-locatedwith multiple lenses whereby the respective lenses aimed at the driverand passenger seats respectively.

Assembly 52 is actually about two centimeters or less in diameter and isshown greatly enlarged in FIG. 8B. Also, the reflection area on thewindshield is considerably smaller than illustrated and specialprovisions are made to assure that this area of the windshield is flatand reflective as is done generally when heads-up displays are used. Forcases where there is some curvature in the windshield, it can be atleast partially compensated for by the CCD optics.

Transducers 23-25 are illustrated mounted onto the A-pillar of thevehicle, however, since these transducers are quite small, typicallyless than 2 cm on a side, they could alternately be mounted onto thewindshield itself, or other convenient location which provides a clearview of the portion of the passenger compartment being monitored. Otherpreferred mounting locations include the headliner above and also theside of the seat. Some imagers are now being made that are less than 1cm on a side.

FIG. 27 is a side view, with certain portions removed or cut away, of aportion of the passenger compartment of a vehicle showing preferredmounting locations of optical interior vehicle monitoring sensors(transmitter/receiver assemblies or transducers) 49, 50, 51, 54, 126,127, 128, 129, and 130. Each of these sensors is illustrated as having alens and is shown enlarged in size for clarity. In a typical actualdevice, the diameter of the lens is less than 2 cm and it protrudes fromthe mounting surface by less than 1 cm. Specially designed sensors canbe considerably smaller. This small size renders these devices almostunnoticeable by vehicle occupants. Since these sensors are optical, itis important that the lens surface remains relatively clean. Controlcircuitry 132, which is coupled to each transducer, contains aself-diagnostic feature where the image returned by a transducer iscompared with a stored image and the existence of certain key featuresis verified. If a receiver fails this test, a warning is displayed tothe driver which indicates that cleaning of the lens surface isrequired.

The technology illustrated in FIG. 27 can be used for numerous purposesrelating to monitoring of the space in the passenger compartment behindthe driver including: (i) the determination of the presence and positionof objects in the rear seat(s), (ii) the determination of the presence,position and orientation of child seats 2 in the rear seat, (iii) themonitoring of the rear of an occupant's head 33, (iv) the monitoring ofthe position of occupant 30, (v) the monitoring of the position of theoccupant's knees 35, (vi) the monitoring of the occupant's positionrelative to the airbag 44, (vii) the measurement of the occupant'sheight, as well as other monitoring functions as described elsewhereherein.

Information relating to the space behind the driver can be obtained byprocessing the data obtained by the sensors 126, 127, 128 and 129, whichdata would be in the form of images if optical sensors are used as inthe preferred embodiment. Such information can be the presence of aparticular occupying item or occupant, e.g., a rear facing child seat 2as shown in FIG. 27, as well as the location or position of occupyingitems. Additional information obtained by the optical sensors caninclude an identification of the occupying item. The informationobtained by the control circuitry by processing the information fromsensors 126, 127, 128 and 129 may be used to affect any other system orcomponent in the vehicle in a similar manner as the information from thesensors which monitor the front seat is used as described herein, suchas the airbag system. Processing of the images obtained by the sensorsto determine the presence, position and/or identification of anyoccupants or occupying item can be effected using a pattern recognitionalgorithm in any of the ways discussed herein, e.g., a trained neuralnetwork. For example, such processing can result in affecting acomponent or system in the front seat such as a display that allows theoperator to monitor what is happening in the rear seat without having toturn his or her head.

In the preferred implementation, as shown in FIGS. 8A-8E, fourtransducer assemblies are positioned around the seat to be monitored,each can comprise one or more LEDs with a diverging lenses and a CMOSarray. Although illustrated together, the illuminating source in manycases will not be co-located with the receiving array. The LED emits acontrolled angle, 120° for example, diverging cone of infrared radiationthat illuminates the occupant from both sides and from the front andrear. This angle is not to be confused with the field angle used inultrasonic systems. With ultrasound, extreme care is required to controlthe field of the ultrasonic waves so that they will not create multipatheffects and add noise to the system. With infrared, there is no reason,in the implementation now being described, other than to make the mostefficient use of the infrared energy, why the entire vehicle cannot beflooded with infrared energy either from many small sources or from afew bright ones.

The image from each array is used to capture two dimensions of occupantposition information, thus, the array of assembly 50 positioned on thewindshield header, which is approximately 25% of the way laterallyacross the headliner in front of the driver, provides a both verticaland transverse information on the location of the driver. A similar viewfrom the rear is obtained from the array of assembly 54 positionedbehind the driver on the roof of the vehicle and above the seatbackpotion of the seat 72. As such, assembly 54 also provides both verticaland transverse information on the location of the driver. Finally,arrays of assemblies 49 and 51 provide both vertical and longitudinaldriver location information. Another preferred location is the headlinercentered directly above the seat of interest. The position of theassemblies 49-52 and 54 may differ from that shown in the drawings. Inthe invention, in order that the information from two or more of theassemblies 49-52 and 54 may provide a three-dimensional image of theoccupant, or portion of the passenger compartment, the assembliesgenerally should not be arranged side-by-side. A side-by-sidearrangement as used in several prior art references discussed above,will provide two essentially identical views with the difference being alateral shift. This does not enable a complete three-dimensional view ofthe occupant.

One important point concerns the location and number of opticalassemblies. It is possible to use fewer than four such assemblies with apossible resulting loss in accuracy. The number of four was chosen sothat either a forward or rear assembly or either of the side assembliescan be blocked by a newspaper, for example, without seriously degradingthe performance of the system. Since drivers rarely are readingnewspapers while driving, fewer than four arrays are usually adequatefor the driver side. In fact, one is frequently sufficient. One camerais also usually sufficient for the passenger side if the goal of thesystem is classification only or if camera blockage is tolerated foroccupant tracking.

The particular locations of the optical assemblies were chosen to givethe most accurate information as to the locations of the occupant. Thisis based on an understanding of what information can be best obtainedfrom a visual image. There is a natural tendency on the part of humansto try to gauge distance from the optical sensors directly. This, as canbe seen above, is at best complicated involving focusing systems,stereographic systems, multiple arrays and triangulation, time of flightmeasurement, etc. What is not intuitive to humans is to not try toobtain this distance directly from apparatus or techniques associatedwith the mounting location. Whereas ultrasound is quite good formeasuring distances from the transducer (the z-axis), optical systemsare better at measuring distances in the vertical and lateral directions(the x and y-axes). Since the precise locations of the opticaltransducers are known, that is, the geometry of the transducer locationsis known relative to the vehicle, there is no need to try to determinethe displacement of an object of interest from the transducer (thez-axis) directly. This can more easily be done indirectly by anothertransducer. That is, the vehicle z-axis to one transducer is the camerax-axis to another.

Another preferred location of a transmitter/receiver for use withairbags is shown at 54 in FIGS. 5 and 13. In this case, the device isattached to the steering wheel and gives an accurate determination ofthe distance of the driver's chest from the airbag module. Thisimplementation would generally be used with another device such as 50 atanother location.

A transmitter/receiver 54 shown mounted on the cover of the airbagmodule 44 is shown in FIG. 13. The transmitter/receiver 54 is attachedto various electronic circuitry 224 by means of wire cable 48. Circuitry224 is coupled to the inflator portion of the airbag module 44 and asdiscussed below, can determine whether deployment of the airbag shouldoccur, whether deployment should be suppressed and modify a deploymentparameter, depending on the construction of the airbag module 44. Whenan airbag in the airbag module 44 deploys, the cover begins movingtoward the driver. If the driver is in close proximity to this coverduring the early stages of deployment, the driver can be seriouslyinjured or even killed. It is important, therefore, to sense theproximity of the driver to the cover and if he or she gets too close, todisable deployment of the airbag. An accurate method of obtaining thisinformation would be to place the distance-measuring device 54 onto theairbag cover as shown in FIG. 13. Appropriate electronic circuitry,either in the transmitter/receiver unit 54 (which can also be referredto as a distance measuring device for this embodiment) or circuitry 224can be used to not only determine the actual distance of the driver fromthe cover but also the driver's velocity as discussed above. In thismanner, a determination can be made as to where the driver is likely tobe at the time of deployment of the airbag, i.e., the driver's expectedposition based on his current position and velocity. This constitutes adetermination of the expected position of the driver based on thecurrent measured position, measured by the transmitter/receiver 54, andcurrent velocity, determined from multiple distance measurements orotherwise as discussed herein. For example, with knowledge of thedriver's current position and velocity, the driver's future, expectedposition can be extrapolated (for example, future position equalscurrent position plus velocity multiplied by the time at which thefuture position is desired to be known considering the velocity to beconstant over the time difference). This information (about where thedriver is likely to be at the time of deployment of the airbag) can beused by the circuitry 224 most importantly to prevent deployment of theairbag (which constitutes suppression of the deployment) but also tomodify any deployment parameter of the airbag via control of theinflator module such as the rate of airbag deployment. This constitutescontrol of a component (the airbag module) in consideration of theexpected position of the occupant. In FIG. 5, for one implementation,ultrasonic waves are transmitted by a transmitter/receiver 54 toward thechest of the driver 30. The reflected waves are then received by thesame transmitter/receiver 54.

One problem of the system using a transmitter/receiver 54 in FIG. 5 or13 is that a driver may have inadvertently placed his hand over thetransmitter/receiver 54, thus defeating the operation of the device. Asecond confirming transmitter/receiver 50 can therefore be placed atsome other convenient position such as on the roof or headliner of thepassenger compartment as shown in FIG. 5. This transmitter/receiver 50operates in a manner similar to transmitter/receiver 54.

The applications described herein have been illustrated using the driverof the vehicle. The same systems of determining the position of theoccupant relative to the airbag apply to the passenger, sometimesrequiring minor modifications. Also of course, a similar system can beappropriately designed for other monitoring situations such as for cargocontainers and truck trailers.

It is likely that the sensor required triggering time based on theposition of the occupant will be different for the driver than for thepassenger. Current systems are based primarily on the driver with theresult that the probability of injury to the passenger is necessarilyincreased either by deploying the airbag too late or by failing todeploy the airbag when the position of the driver would not warrant itbut the passenger's position would. With the use of occupant positionsensors for both the passenger and driver, the airbag system can beindividually optimized for each occupant and result in furthersignificant injury reduction. In particular, either the driver orpassenger system can be disabled if either the driver or passenger isout of position.

There is almost always a driver present in vehicles that are involved inaccidents where an airbag is needed. Only about 30% of these vehicles,however, have a passenger. If the passenger is not present, there isusually no need to deploy the passenger side airbag. The occupantposition sensor, when used for the passenger side with proper patternrecognition circuitry, can also ascertain whether or not the seat isoccupied, and if not, can disable the deployment of the passenger sideairbag and thereby save the cost of its replacement. A sophisticatedpattern recognition system could even distinguish between an occupantand a bag of groceries or a box, for example, which in some cargocontainer or truck trailer monitoring situations is desired. Finally,there has been much written about the out of position child who isstanding or otherwise positioned adjacent to the airbag, perhaps due topre-crash braking. The occupant position sensor described herein canprevent the deployment of the airbag in this situation.

3.1 Single Camera, Dual Camera with Single Light Source

Many automobile companies are opting to satisfy the requirements ofFMVSS-208 by using a weight only system such as the bladder or straingage systems disclosed here. Such a system provides an elementarymeasure of the weight of the occupying object but does not give areliable indication of its position, at least for automotive vehicles.It can also be easily confused by any object that weighs 60 or morepounds and that is interpreted as an adult. Weight only systems are alsostatic systems in that due to vehicle dynamics that frequently accompanya pre crash braking event they are unable to track the position of theoccupant. The load from seatbelts can confuse the system and therefore aspecial additional sensor must be used to measure seatbelt tension. Insome systems, the device must be calibrated for each vehicle and thereis some concern as to whether this calibration will be proper for thelife on the vehicle.

A single camera can frequently provide considerably more informationthan a weight only system without the disadvantages of weight sensorsand do so at a similar cost. Such a single camera in its simplestinstallation can categorize the occupancy state of the vehicle anddetermine whether the airbag should be suppressed due to an empty seator the presence of a child of a size that corresponds to one weighingless than 60 pounds. Of course, a single camera can also easily doconsiderably more by providing a static out-of-position indication and,with the incorporation of a faster processor, dynamic out-of-positiondetermination can also be provided. Thus, especially with the costs ofmicroprocessors continuing to drop, a single camera system can easilyprovide considerably more functionality than a weight only system andyet stay in the same price range.

A principal drawback of a single camera system is that it can be blockedby the hand of an occupant or by a newspaper, for example. This is arare event since the preferred mounting location for the camera istypically high in the vehicle such as on the headliner. Also, it isconsiderably less likely that the occupant will always be reading anewspaper, for example, and if he or she is not reading it when thesystem is first started up, or at any other time during the trip, thecamera system will still get an opportunity to see the occupant when heor she is not being blocked and make the proper categorization. Theability of the system to track the occupant will be impaired but thesystem can assume that the occupant has not moved toward the airbagwhile reading the newspaper and thus the initial position of theoccupant can be retained and used for suppression determination.Finally, the fact that the camera is blocked can be determined and thedriver made aware of this fact in much the same manner that a seatbeltlight notifies the driver that the passenger is not wearing his or herseatbelt.

The accuracy of a single camera system can be above 99% whichsignificantly exceeds the accuracy of weight only systems. Nevertheless,some automobile manufacturers desire even greater accuracy and thereforeopt for the addition of a second camera. Such a camera is usually placedon the opposite side of the occupant as the first camera. The firstcamera may be placed on or near the dome light, for example, and thesecond camera can be on the headliner above the side door. A dual camerasystem such as this can operate more accurately in bright daylightsituations where the window area needs to be ignored in the view of thecamera that is mounted near the dome.

Sometimes, in a dual camera system, only a single light source is used.This provides a known shadow pattern for the second camera and helps toaccentuate the edges of the occupying item rendering classificationeasier. Any of the forms of structured light can also be used andthrough these and other techniques the corresponding points in the twoimages can more easily be determined thus providing a three-dimensionalmodel of the occupant or occupying object in the case of other vehicletypes such as a cargo container or truck trailer.

As a result, the current assignee has developed a low cost single camerasystem which has been extensively tested for the most difficult problemof automobile occupant sensing but is nevertheless also applicable formonitoring of other vehicles such as cargo containers and trucktrailers. The automotive occupant position sensor system uses a CMOScamera in conjunction with pattern recognition algorithms for thediscrimination of out-of-position occupants and rear facing child safetyseats. A single imager, located strategically within the occupantcompartment, is coupled with an infrared LED that emits unfocused,wide-beam pulses toward the passenger volume. These pulses, whichreflect off of objects in the passenger seat and are captured by thecamera, contain information for classification and locationdetermination in approximately 10 msec. The decision algorithm processesthe returned information using a uniquely trained neural network, whichmay not be necessary in the simpler cargo container or truck trailermonitoring cases. The logic of the neural network was developed throughextensive in-vehicle training with thousands of realistic occupant sizeand position scenarios. Although the optical occupant position sensorcan be used in conjunction with other technologies (such as weightsensing, seat belt sensing, crash severity sensing, etc.), it is astand-alone system meeting the requirements of FMVSS-208. This devicewill be discussed in detail below.

3.2 Location of the Transducers

Any of the transducers discussed herein such as an active pixel or othercamera can be arranged in various locations in the vehicle including ina headliner, roof, ceiling, rear view mirror assembly, an A-pillar, aB-pillar and a C-pillar or a side wall or even a door in the case of acargo container or truck trailer. Images of the front seat area or therear seat area can be obtained by proper placement and orientation ofthe transducers such as cameras. The rear view mirror assembly can be agood location for a camera, particularly if it is attached to theportion of the mirror support that does not move when the occupant isadjusting the mirror. Cameras at this location can get a good view ofthe driver, passenger as well as the environment surrounding the vehicleand particularly in the front of the vehicle. It is an ideal locationfor automatic dimming headlight cameras.

3.3 Color Cameras—Multispectral Imaging

All occupant sensing systems, except those of the current assignee,developed to date as reported in the patent and non-patent literaturehave been generally based on a single frequency. As discussed herein,the use of multiple frequencies with ultrasound makes it possible tochange a static system into a dynamic system allowing the occupant to betracked during pre-crash braking, for example. Multispectral imaging canalso provide advantages for camera or other optical-based systems. Thecolor of the skin of an occupant is a reliable measure of the presenceof an occupant and also renders the segmentation of the image to be moreeasily accomplished. Thus, the face can be more easily separated fromthe rest of the image simplifying the determination of the location ofthe eyes of the driver, for example. This is particularly true forvarious frequencies of passive and active infrared. Also, as discussedin more detail below, life forms react to radiation of differentfrequencies differently than non-life forms again making thedetermination of the presence of a life form easier. Finally, there isjust considerably more information in a color or multispectral imagethan in a monochromic image. This additional information improves theaccuracy of the identification and tracking process and thus of thesystem. In many cases, this accuracy improvement is so small that theadded cost is not justified but as costs of electronics and camerascontinue to drop this equation is changing and it is expected thatmultispectral imaging will prevail.

Illumination for nighttime is frequently done using infrared. Whenmultispectral imaging is used the designer has the choice of revertingto IR only for night time or using a multispectral LED and a verysensitive camera so that the flickering light does not annoy the driver.Alternately, a sensitive camera along with a continuous low level ofillumination can be used. Of course, multispectral imaging does notrequire that the visible part of the spectrum be used. Ultraviolet,X-rays and many other frequencies in the infrared part of the spectrumare available. Life forms, particularly humans, exhibit particularlyinteresting and identifiable reactions (reflection, absorption,scattering, transmission, emission) to frequencies in other parts of theelectromagnetic spectrum (see for example the book Alien Visionreferenced above) as discussed elsewhere herein.

3.4 High Dynamic Range Cameras

An active pixel camera is a special camera which has the ability toadjust the sensitivity of each pixel of the camera similar to the mannerin which an iris adjusts the sensitivity of all of the pixels togetherof a camera. Thus, the active pixel camera automatically adjusts to theincident light on a pixel-by-pixel basis. An active pixel camera differsfrom an active infrared sensor in that an active infrared sensor, suchas of the type envisioned by Mattes et al. (discussed above), isgenerally a single pixel sensor that measures the reflection of infraredlight from an object. In some cases, as in the HDRC camera, the outputof each pixel is a logarithm of the incident light thus giving a highdynamic range to the camera. This is similar to the technique used tosuppress the effects of thermal gradient distortion of ultrasonicsignals as described in the above cross-referenced patents. Thus, if theincident radiation changes in magnitude by 1,000,000, for example, theoutput of the pixel may change by a factor of only 6.

A dynamic pixel camera is a camera having a plurality of pixels andwhich provides the ability to pick and choose which pixels should beobserved, as long as they are contiguous.

An HDRC camera is a type of active pixel camera where the dynamic rangeof each pixel is considerably broader. An active pixel cameramanufactured by the Photobit Corporation has a dynamic range of 70 dbwhile an IMS Chips camera, an HDRC camera manufactured by anothermanufacturer, has a dynamic range of 120 db. Thus, the HDRC camera has a100,000 times greater range of light sensitivity than the Photobitcamera.

The accuracy of the optical occupant sensor is dependent upon theaccuracy of the camera. The dynamic range of light within a vehicle canexceed 120 decibels. When a car is driving at night, for example, verylittle light is available whereas when driving in a bright sunlight,especially in a convertible, the light intensity can overwhelm manycameras. Additionally, the camera must be able to adjust rapidly tochanges in light caused by, for example, the emergence of the vehiclefrom tunnel, or passing by other obstructions such as trees, buildings,other vehicles, etc. which temporarily block the sun and can cause astrobing effect at frequencies approaching 1 kHz.

As mentioned, the IMS HDRC technology provides a 120 dB dynamicintensity response at each pixel in a monochromatic mode. The technologyhas a 1 million to one dynamic range at each pixel. This preventsblooming, saturation and flaring normally associated with CMOS and CCDcamera technology. This solves a problem that will be encountered in anautomobile when going from a dark tunnel into bright sunlight. Such arange can even exceed the 120 dB intensity.

There is also significant infrared radiation from bright sunlight andfrom incandescent lights within the vehicle. Such situations may evenexceed the dynamic range of the HDRC camera and additional filtering maybe required. Changing the bias on the receiver array, the use of amechanical iris, or of electrochromic glass or liquid crystal, or a Kerror Pockel cell can provide this filtering on a global basis but not at apixel level. Filtering can also be used with CCD arrays, but the amountof filtering required is substantially greater than for the HDRC camera.A notch filter can be used to block significant radiation from the sun,for example. This notch filter can be made as a part of the lens throughthe placement of various coatings onto the lens surface.

Liquid crystals operate rapidly and give as much as a dynamic range of10,000 to 1 but may create a pixel interference affect. Electrochromicglass operates more slowly but more uniformly thereby eliminating thepixel affect. The pixel effect arises whenever there is one pixel devicein front of another. This results in various aliasing, Moiré patternsand other ambiguities. One way of avoiding this is to blur the image.Another solution is to use a large number of pixels and combine groupsof pixels to form one pixel of information and thereby to blur the edgesto eliminate some of the problems with aliasing and Moire patterns. Analternate to the liquid crystal device is the suspended particle deviceor SPD as discussed elsewhere herein. Other alternatives include spatiallight monitors such as Pockel or Kerr cells also discussed elsewhereherein.

One straightforward approach is the use of a mechanical iris. Standardcameras already have response times of several tens of millisecondsrange. They will switch, for example, in a few frames on a typical videocamera (1 frame=0.033 seconds). This is sufficiently fast forcategorization but much too slow for dynamic out-of-position tracking.

An important feature of the IMS Chips HDRC camera is that the fulldynamic range is available at each pixel. Thus, if there are significantvariations in the intensity of light within the vehicle, and therebyfrom pixel to pixel, such as would happen when sunlight streams andthrough a window, the camera can automatically adjust and provide theoptimum exposure on a pixel by pixel basis. The use of the camera havingthis characteristic is beneficial to the invention described herein andcontributes significantly to system accuracy. CCDs have a rather limiteddynamic range due to their inherent linear response and consequentlycannot come close to matching the performance of human eyes. A keyadvantage of the IMS Chips HDRC camera is its logarithmic response whichcomes closest to matching that of the human eye. The IMS HDRC camera isalso useful in monitoring cargo containers and truck trailers where verylittle light is available when the door is shut. A small IR LED then canprovide the necessary light at a low power consumption which isconsistent with a system that may have to operate for long periods onbattery power.

Another approach, which is applicable in some vehicles at some times, isto record an image without the infrared illumination and then a secondimage with the infrared illumination and to then subtract the firstimage from the second image. In this manner, illumination caused bynatural sources such as sunlight or even from light bulbs within thevehicle can be subtracted out. Using the logarithmic pixel system of theIMS Chips camera, care must be taken to include the logarithmic effectduring the subtraction process. For some cases, natural illuminationsuch as from the sun, light bulbs within the vehicle, or radiationemitted by the object itself can be used alone without the addition of aspecial source of infrared illumination as discussed below.

Other imaging systems such as CCD arrays can also of course be used withat least one of the inventions disclosed herein. However, the techniqueswill be different since the camera is very likely to saturate whenbright light is present and to require the full resolution capability,when the light is dim, of the camera iris and shutter speed settings toprovide some compensation. Generally, when practicing at least one ofthe inventions disclosed herein, the interior of the passengercompartment will be illuminated with infrared radiation.

One novel solution is to form the image in memory by adding up asequence of very short exposures. The number stored in memory would bethe sum of the exposures on a pixel by pixel basis and the problem ofsaturation disappears since the memory location can be made as floatingpoint numbers. This then permits the maximum dynamic range but requiresthat the information from all of the pixels be removed at high speed. Insome cases, each pixel would then be zeroed while in others, the chargecan be left on the pixel since when saturation occurs the relevantinformation will already have been obtained.

There are other bright sources of infrared that must be accounted for.These include the sun and any light bulbs that may be present inside thevehicle. This lack of a high dynamic range inherent with the CCDtechnology requires the use of an iris, fast electronic shutter, liquidcrystal, Kerr or Pockel cell, or electrochromic glass filter to beplaced between the camera and the scene. Even with these filtershowever, some saturation can take place with CCD cameras under brightsun or incandescent lamp exposure. This saturation reduces the accuracyof the image and therefore the accuracy of the system. In particular,the training regimen that must be practiced with CCD cameras is moresevere since all of the saturation cases must be considered since thecamera may be unable to appropriately adjust. Thus, although CCD camerascan be used, HDRC logarithmic cameras such as manufactured by IMS Chipsare preferred. They not only provide a significantly more accurate imagebut also significantly reduce the amount of training effort andassociated data collection that must be undertaken during thedevelopment of the neural network algorithm or other computationalintelligence system. In some applications, it is possible to use othermore deterministic image processing or pattern recognition systems thanneural networks.

Another very important feature of the HDRC camera from IMS Chips is thatthe shutter time is constant at less than 100 ns irrespective ofbrightness of the scene. The pixel data arrives at constant ratesynchronous with the internal imager clock. Random access to each pixelfacilitates high-speed intelligent access to any sub-frame (block) sizeor sub-sampling ratio and a trade-off of frame speed and frame sizetherefore results. For example, a scene with 128 K pixels per frame canbe taken at 120 frames per second, or about 8 milliseconds per frame,whereas a sub-frame can be taken in run at as high as 4000 frames persecond with 4 K pixels per frame. This combination allows the maximumresolution for the identification and classification part of theoccupant sensor problem while permitting a concentration on thoseparticular pixels which track the head or chest, as described above, fordynamic out-of-position tracking. In fact, the random access features ofthese cameras can be used to track multiple parts of the imagesimultaneously while ignoring the majority of the image, and do so atvery high speed. For example, the head can be tracked simultaneouslywith the chest by defining two separate sub-frames that need not beconnected. This random access pixel capability, therefore, is optimallysuited for recognizing and tracking vehicle occupants. It is also suitedfor monitoring the environment outside of the vehicle for the purposesof blind spot detection, collision avoidance and anticipatory sensing.Photobit Corporation of 135 North Los Robles Ave., Suite 700, Pasadena,Calif. 91101 manufactures a camera with some characteristics similar tothe IMS Chips camera. Other competitive cameras can be expected toappear on the market.

Photobit refers to their Active Pixel Technology as APS. According toPhotobit, in the APS, both the photo detector and readout amplifier arepart of each pixel. This allows the integrated charge to be convertedinto a voltage in the pixel that can then be read out over X-Y wiresinstead of using a charge domain shift register as in CCDs. This columnand row addressability (similar to common DRAM) allows for window ofinterest readout (windowing) which can be utilized for on chipelectronic pan/tilt and zoom. Windowing provides added flexibility inapplications, such as disclosed herein, needing image compression,motion detection or target tracking. The APS utilizes intra-pixelamplification in conjunction with both temporal and fixed pattern noisesuppression circuitry (i.e., correlated double sampling), which producesexceptional imagery in terms of wide dynamic range (˜75 dB) and lownoise (˜15 e-rms noise floor) with low fixed pattern noise (<0.15% sat).Unlike CCDs, the APS is not prone to column streaking due to bloomingpixels. This is because CCDs rely on charge domain shift registers thatcan leak charge to adjacent pixels when the CCD registers overflows.Thus, bright lights “bloom” and cause unwanted streaks in the image. Theactive pixel can drive column busses at much greater rates than passivepixel sensors and CCDs. On-chip analog-to-digital conversion (ADC)facilitates driving high speed signals off chip. In addition, digitaloutput is less sensitive to pickup and crosstalk, facilitating computerand digital controller interfacing while increasing system robustness. Ahigh speed APS recently developed for a custom binary output applicationproduced over 8,000 frames per second, at a resolution of 128×128pixels. It is possible to extend this design to a 1024×1024 array sizeand achieve greater than 1000 frames per second for machine vision. Allof these features can be important to many applications of at least oneof the inventions disclosed herein.

These advanced cameras, as represented by the HDRC and the APS cameras,now make it possible to more accurately monitor the environment in thevicinity of the vehicle. Previously, the large dynamic range ofenvironmental light has either blinded the cameras when exposed tobright light or else made them unable to record images when the lightlevel was low. Even the HDRC camera with its 120 dB dynamic range may bemarginally sufficient to handle the fluctuations in environmental lightthat occur. Thus, the addition of a electrochromic, liquid crystal, SPD,spatial light monitors or other similar filter may be necessary. This isparticularly true for cameras such as the Photobit APS camera with its75 dB dynamic range.

At about 120 frames per second, these cameras are adequate for caseswhere the relative velocity between vehicles is low. There are manycases, however, where this is not the case and a much higher monitoringrate is required. This occurs for example, in collision avoidance andanticipatory sensor applications. The HDRC camera is optimally suitedfor handling these cases since the number of pixels that are beingmonitored can be controlled resulting in a frame rate as high as about4000 frames per second with a smaller number of pixels.

Another key advantage of the HDRC camera is that it is quite sensitiveto infrared radiation in the 0.8 to 1 micron wavelength range. Thisrange is generally beyond visual range for humans permitting this camerato be used with illumination sources that are not visible to the humaneye. Naturally, a notch filter is frequently used with the camera toeliminate unwanted wavelengths. These cameras are available from theInstitute for Microelectronics (IMS Chips), Allamndring 30a, D-70569Stuttgart, Germany with a variety of resolutions ranging from 512 by 256to 720 by 576 pixels and can be custom fabricated for the resolution andresponse time required.

One problem with high dynamic range cameras, particularly those makinguse of a logarithmic compression is that the edges of objects in thefield of view tend to wash out and the picture loses a lot of contrast.This causes problems for edge detecting algorithms and thus reduces theaccuracy of the system. There are a number of other different methods ofachieving a high dynamic range without sacrificing contrast. One systemby Nayar, as discussed elsewhere herein, takes a picture using adjacentpixels with different radiation blocking filers. Four such pixel typesare used allowing Nayar to essentially obtain 4 separate pictures withone snap of the shutter. Software then selects which of the four pixelsto use for each part of the image so that the dark areas receive oneexposure and somewhat brighter areas another exposure and so on. Thebrightest pixel receives all of the incident light, the next brightestfilters half of the light, the next brightest half again and the dullestpixel half again. Other ratios could be used as could more levels ofpixels, e.g., eight instead of four. Experiments have shown that this issufficient to permit a good picture to be taken when bright sunlight isstreaming into a dark room. A key advantage of this system is that thefull frame rate is available and the disadvantage is that only 25% ofthe pixels are in fact used to form the image.

Another system drains the charge off of the pixels as the picture isbeing taken and stored the integrated results in memory. TFA technologylends itself to this implementation. As long as the memory capacity issufficient, the pixel never saturates. An additional approach is to takemultiple images at different iris or shutter settings and combine themin much the same way as with the Nayar method. A still differentapproach is to take several pictures at a short shutter time or a smalliris setting and combine the pictures in a processor or otherappropriate device. In this manner, the effective dynamic range of thecamera can be extended. This method may be too slow for some dynamicapplications.

3.5 Fisheye Lens, Pan and Zoom

Infrared waves are shown coming from the front and back transducerassemblies 54 and 55 in FIG. 8C. FIG. 8D illustrates two optical systemseach having a source of infrared radiation and a CCD, CMOS, FPR, TFA orQWIP array receiver. The price of such arrays has dropped dramaticallyrecently making most of them practical for interior and exterior vehiclemonitoring. In this embodiment, transducers 54 and 55 are CMOS arrayshaving 160 pixels by 160 pixels covered by a lens. In some applications,this can create a “fisheye” effect whereby light from a wide variety ofdirections can be captured. One such transducer placed by the dome lightor other central position in the vehicle headliner, such as thetransducer designated 54, can monitor the entire vehicle interior withsufficient resolution to determine the occupancy of the vehicle, forexample. Imagers such as those used herein are available from MarshallElectronics Inc. of Culver City, Calif. and others. A fisheye lens is “. . . a wide-angle photographic lens that covers an angle of about 180°,producing a circular image with exaggerated foreshortening in the centerand increasing distortion toward the periphery”. (The American HeritageDictionary of the English Language, Third Edition, 1992 by HoughtonMifflin Company). This distortion of a fisheye lens can be substantiallychanged by modifying the shape of the lens to permit particular portionsof the interior passenger compartment to be observed. Also, in manycases the full 180° is not desirable and a lens which captures a smallerangle may be used. Although primarily spherical lenses are illustratedherein, it is understood that the particular lens design will depend onthe location in the vehicle and the purpose of the particular receiver.A fisheye lens can be particularly useful for some truck trailer, cargocontainer, railroad car and automobile trunk monitoring cases.

A camera that provides for pan and zoom using a fisheye lens isdescribed in U.S. Pat. No. 5,185,667 and is applicable to at least oneof the inventions disclosed herein. Here, however, it is usually notnecessary to remove the distortion since the image will in general notbe viewed by a human but will be analyzed by software. One exception iswhen the image is sent to emergency services via telematics. In thatcase, the distortion removal is probably best done at the EMS site.

Although a fisheye camera has primarily been discussed above, othertypes of distorting lenses or mirrors can be used to accomplishedparticular objectives. A distorting lens or mirror, for example, canhave the effect of dividing the image into several sub-pictures so thatthe available pixels can cover more than one area of a vehicle interioror exterior. Alternately, the volume in close proximity to an airbag,for example, can be allocated a more dense array of pixels so thatmeasurements of the location of an occupant relative to the airbag canbe more accurately achieved. Numerous other objectives can now beenvisioned which can now be accomplished with a reduction in the numberof cameras or imagers through either distortion or segmenting of theoptical field.

Another problem associated with lens is cleanliness. In general, theoptical systems of these inventions comprise methods to test for thevisibility through the lens and issue a warning when that visibilitybegins to deteriorate. Many methods exist for accomplishing this featincluding the taking of an image when the vehicle is empty and notmoving and at night. Using neural networks, for example, or some othercomparison technique, a comparison of the illumination reaching theimager can be compared with what is normal. A network can be trained onempty seats, for example, in all possible positions and compared withthe new image. Or, those pixels that correspond to any movable surfacein the vehicle can be removed from the image and a brightness test onthe remaining pixels used to determine lens cleanliness.

Once a lens has been determined to be dirty, then either a warning lightcan be set telling the operator to visit the dealer or a method ofcleaning the lens automatically invoked. One such method for nightvision systems is disclosed in WO0234572. Another, which is one on theinventions disclosed herein, is to cover the lens with a thin film. Thisfilm may be ultrasonically excited thereby greatly minimizing thetendency for it to get dirty and/or the film can be part of a roll offilm that is advanced when the diagnostic system detects a dirty lensthereby placing a new clean surface in front of the imager. The filmroll can be sized such that under normal operation, the roll would lastsome period such as 20 years. A simple, powerless mechanism can bedesigned that will gradually advance the film across the lens over aperiod of 10 to 20 years using the normal daily thermal cycling to causerelative expansion and contraction of materials with differing thermalexpansion coefficients.

4.3D Cameras

Optical sensors can be used to obtain a three-dimensional measurement ofthe object through a variety of methods that use time of flight,modulated light and phase measurement, quantity of light received withina gated window, structured light and triangulation etc. Some of thesetechniques are discussed in the current assignee's U.S. Pat. No.6,393,133 and below.

4.1 Stereo

One method of obtaining a three-dimensional image is illustrated in FIG.8D wherein transducer 24 is an infrared source having a widetransmission angle such that the entire contents of the front driver'sseat is illuminated. Receiving imager transducers 23 and 25 are shownspaced apart so that a stereographic analysis can be made by the controlcircuitry 20. This circuitry 20 contains a microprocessor withappropriate pattern recognition algorithms along with other circuitry asdescribed above. In this case, the desired feature to be located isfirst selected from one of the two returned images from either imagingtransducer 23 or 25. The software then determines the location of thesame feature, through correlation analysis or other methods, on theother image and thereby, through analysis familiar to those skilled inthe art, determines the distance of the feature from the transducers bytriangulation.

As the distance between the two or more imagers used in the stereoconstruction increases, a better and better model of the object beingimaged can be obtained since more of the object is observable. On theother hand, it becomes increasingly difficult to pair up points thatoccur in both images. Given sufficient computational resources, this nota difficult problem but with limited resources and the requirement totrack a moving occupant during a crash, for example, the problem becomesmore difficult. One method to ease the problem is to project onto theoccupant, a structured light that permits a recognizable pattern to beobserved and matched up in both images. The source of this projectionshould lie midway between the two imagers. By this method, a rapidcorrespondence between the images can be obtained.

On the other hand, if a source of structured light is available at adifferent location than the imager, then a simpler three-dimensionalimage can be obtained using a single imager. Furthermore, the model ofthe occupant really only needs to be made once during the classificationphase of the process and there is usually sufficient time to accomplishthat model with ordinary computational power. Once the model has beenobtained, then only a few points need be tracked by either one or bothof the cameras.

Another method exists whereby the displacement between two images fromtwo cameras is estimated using a correlator. Such a fast correlator hasbeen developed by Professor Lukin of Kyiv, Ukraine in conjunction withhis work on noise radar. This correlator is very fast and can probablydetermine the distance to an occupant at a rate sufficient for trackingpurposes.

4.2 Distance by Focusing

In the above-described imaging systems, a lens within a receptorcaptures the reflected infrared light from the head or chest of thedriver, or other object to be monitored, and displays it onto an imagingdevice (CCD, CMOS, FPA, TFA, QWIP or equivalent) array. For thediscussion of FIGS. 5 and 13-17 at least, either CCD or the word“imager” will be used to include all devices which are capable ofconverting light frequencies, including infrared, into electricalsignals. In one method of obtaining depth from focus, the CCD is scannedand the focal point of the lens is altered, under control of anappropriate circuit, until the sharpest image of the driver's head orchest, or other object, results and the distance is then known from thefocusing circuitry. This trial and error approach may require the takingof several images and thus may be time consuming and perhaps too slowfor occupant tracking during pre-crash braking.

The time and precision of this measurement is enhanced if two receptors(e.g., lenses) are used which can either project images onto a singleCCD or onto separate CCDs. In the first case, one of the lenses could bemoved to bring the two images into coincidence while in the other case,the displacement of the images needed for coincidence would bedetermined mathematically. Other systems could be used to keep track ofthe different images such as the use of filters creating differentinfrared frequencies for the different receptors and again using thesame CCD array. In addition to greater precision in determining thelocation of the occupant, the separation of the two receptors can alsobe used to minimize the effects of hands, arms or other extremitieswhich might be very close to the airbag. In this case, where thereceptors are mounted high on the dashboard on either side of thesteering wheel, an arm, for example, would show up as a thin object butmuch closer to the airbag than the larger body parts and, therefore,easily distinguished and eliminated, permitting the sensors to determinethe distance to the occupant's chest. This is one example of the use ofpattern recognition.

An alternate method is to use a lens with a short focal length. In thiscase, the lens is mechanically focused, e.g., automatically, directly orindirectly, by the control circuitry 20, to determine the clearest imageand thereby obtain the distance to the object. This is similar tocertain camera auto-focusing systems such as one manufactured by Fuji ofJapan. Again this is a time consuming method. Other methods can be usedas described in the patents and patent applications referenced above.

Instead of focusing the lens, the lens could be moved relative to thearray to thereby adjust the image on the array. Instead of moving thelens, the array could be moved to achieve the proper focus. In addition,it is also conceivable that software could be used to focus the imagewithout moving the lens or the array especially if at least two imagesare available.

An alternative is to use the focusing systems described in patents U.S.Pat. No. 5,193,124 and U.S. Pat. No. 5,003,166. These systems are quiteefficient requiring only two images with different camera settings.Thus, if there is sufficient time to acquire an image, change the camerasettings and acquire a second image, this system is fine and can be usedwith the inventions disclosed herein. Once the position of the occupanthas been determined for one point in time, then the process may not haveto be repeated as a measurement of the size of a part of an occupant canserve as a measure of its relative location compared to the previousimage from which the range was obtained. Thus, other than therequirement of a somewhat more expensive imager, the system of the '124and '166 patents is fine. The accuracy of the range is perhaps limitedto a few centimeters depending on the quality of the imager used. Also,if multiple ranges to multiple objects are required, then the processbecomes a bit more complicated.

4.3 Ranging

The scanning portion of a pulse laser radar device can be accomplishedusing rotating mirrors, vibrating mirrors, or preferably, a solid statesystem, for example one utilizing TeO₂ as an optical diffraction crystalwith lithium niobate crystals driven by ultrasound (although other solidstate systems not necessarily using TeO₂ and lithium niobate crystalscould also be used) which is an example of an acoustic optical scanner.An alternate method is to use a micromachined mirror, which is supportedat its center and caused to deflect by miniature coils or equivalentMEMS device. Such a device has been used to provide two-dimensionalscanning to a laser. This has the advantage over the TeO₂-lithiumniobate technology in that it is inherently smaller and lower cost andprovides two-dimensional scanning capability in one small device. Themaximum angular deflection that can be achieved with this process is onthe order of about 10 degrees. Thus, a diverging lens or equivalent willbe needed for the scanning system.

Another technique to multiply the scanning angle is to use multiplereflections off of angled mirror surfaces. A tubular structure can beconstructed to permit multiple interior reflections and thus amultiplying effect on the scan angle.

An alternate method of obtaining three-dimensional information from ascanning laser system is to use multiple arrays to replace the singlearrays used in FIG. 8A. In the case, the arrays are displaced from eachother and, through triangulation, the location of the reflection fromthe illumination by a laser beam of a point on the object can bedetermined in a manner that is understood by those skilled in the art.Alternately, a single array can be used with the scanner displaced fromthe array.

A new class of laser range finders has particular application here. Thisproduct, as manufactured by Power Spectra, Inc. of Sunnyvale, Calif., isa GaAs pulsed laser device which can measure up to 30 meters with anaccuracy of <2 cm and a resolution of <1 cm. This system can beimplemented in combination with transducer 24 and one of the receivingtransducers 23 or 25 may thereby be eliminated. Once a particularfeature of an occupying item of the passenger compartment has beenlocated, this device is used in conjunction with an appropriate aimingmechanism to direct the laser beam to that particular feature. Thedistance to that feature can then be known to within 2 cm and withcalibration even more accurately. In addition to measurements within thepassenger compartment, this device has particular applicability inanticipatory sensing and blind spot monitoring applications exterior tothe vehicle. An alternate technology using range gating to measure thetime of flight of electromagnetic pulses with even better resolution canbe developed based on the teaching of the McEwan patents listed above.

A particular implementation of an occupant position sensor having arange of from 0 to 2 meters (corresponding to an occupant position offrom 0 to 1 meter since the signal must travel both to and from theoccupant) using infrared is illustrated in the block diagram schematicof FIG. 17. This system was designed for automobile occupant sensing anda similar system having any reasonable range up to and exceeding 100meters can be designed on the same principles for other monitoringapplications. The operation is as follows. A 48 MHz signal, f1, isgenerated by a crystal oscillator 81 and fed into a frequency tripler 82which produces an output signal at 144 MHz. The 144 MHz signal is thenfed into an infrared diode driver 83 which drives the infrared diode 84causing it to emit infrared light modulated at 144 MHz and a referencephase angle of zero degrees. The infrared diode 84 is directed at thevehicle occupant. A second signal f2 having a frequency of 48.05 MHz,which is slightly greater than f1, is similarly fed from a crystaloscillator 85 into a frequency tripler 86 to create a frequency of144.15 MHz. This signal is than fed into a mixer 87 which combines itwith the 144 MHz signal from frequency tripler 82. The combined signalfrom the mixer 87 is then fed to filter 88 which removes all signalsexcept for the difference, or beat frequency, between 3 times f1 and 3times f2, of 150 kHz. The infrared signal which is reflected from theoccupant is received by receiver 89 and fed into pre-amplifier 91, aresistor 90 to bias being coupled to the connection between the receiver89 and the pre-amplifier 91. This signal has the same modulationfrequency, 144 MHz, as the transmitted signal but now is out of phasewith the transmitted signal by an angle x due to the path that thesignal took from the transmitter to the occupant and back to thereceiver.

The output from pre-amplifier 91 is fed to a second mixer 92 along withthe 144.15 MHz signal from the frequency tripler 86. The output frommixer 92 is then amplified by an automatic gain amplifier 93 and fedinto filter 94. The filter 94 eliminates all frequencies except for the150 kHz difference, or beat, frequency, in a similar manner as was doneby filter 88. The resulting 150 kHz frequency, however, now has a phaseangle x relative to the signal from filter 88. Both 150 kHz signals arenow fed into a phase detector 95 which determines the magnitude of thephase angle x. It can be shown mathematically that, with the abovevalues, the distance from the transmitting diode to the occupant isx/345.6 where x is measured in degrees and the distance in meters. Thevelocity can also be obtained using the distance measurement asrepresented by 96. An alternate method of obtaining distanceinformation, as discussed above, is to use the teachings of the McEwanpatents discussed elsewhere herein.

As reported above, cameras can be used for obtaining three-dimensionalimages by modulation of the illumination as taught in U.S. Pat. No.5,162,861. The use of a ranging device for occupant sensing is believedto have been first disclosed by the current assignee in theabove-referenced patents. More recent attempts include the PMD camera asdisclosed in PCT application WO09810255 and similar concepts disclosedin U.S. Pat. No. 6,057,909 and U.S. Pat. No. 6,100,517.

Note that although the embodiment in FIG. 17 uses near infrared, it ispossible to use other frequencies of energy without deviating from thescope of the invention. In particular, there are advantages in using theshort wave (SWIR), medium wave (MWIR) and long wave (LWIR) portions ofthe infrared spectrum as the interact in different and interesting wayswith living occupants as described elsewhere herein and in the bookAlien Vision referenced above.

4.4 Pockel or Kerr Cell for Determining Range

Pockel and Kerr cells are well known in optical laboratories. They actas very fast shutters (up to 10 billion cycles per second) and as suchcan be used to range-gate the reflections based on distance giving arange resolution of up to 3 cm without the use of phase techniques todivide the interval into parts or sub millimeter resolution usingphasing techniques. Thus, through multiple exposures the range to allreflecting surfaces inside and outside of the vehicle can be determinedto any appropriate degree of accuracy. The illumination is transmitted,the camera shutter opened and the cell allows only that reflected lightto enter the camera that arrived at the cell a precise time range afterthe illumination was initiated.

These cells are part of a class of devices called spatial lightmodulators (SLM). One novel application of an SLM is reported in U.S.Pat. No. 5,162,861. In this case, an SLM is used to modulate the lightreturning from a transmitted laser pulse that is scattered from atarget. By comparing the intensities of the modulated and unmodulatedimages, the distance to the target can be ascertained. Using a SLM inanother manner, the light valve can be kept closed for all ranges exceptthe ones of interest. Thus, by changing the open time of the SLM, onlyreturns from certain distances are permitted to pass through to theimager. By selective changing the opened time, the range to the targetcan be “range-gated” and thereby accurately determined. Thus, theoutgoing light need not be modulated and a scanner is not necessaryunless there is a need to overcome the power of the sun reflecting offof the object of interest. This form of range-gating can of course beused for either external or internal applications.

4.5 Thin Film on ASIC (TFA)

Since the concepts of using cameras for monitoring the passengercompartment of a vehicle and measuring distance to a vehicle occupantbased on the time of flight were first disclosed in the commonlyassigned above referenced patents, several improvements have beenreported in the literature including the thin film on ASIC (TFA)(references 6-11) and photonic mixing device (PMD) (reference 12) cameratechnologies. Both of these technologies and combinations thereof aregood examples of devices that can be used in practicing the inventionsherein and those in the above-referenced patents and applications formonitoring both inside and exterior to a vehicle.

An improvement to these technologies is to use noise or pseudo noisemodulation for a PMD-like device to permit more accurate distance toobject determination especially for exterior to the vehicle monitoringthrough correlation of the generated and reflected modulation sequences.This has the further advantage that systems from different vehicles willnot interfere with each other.

The TFA is an example of a high dynamic range camera (HDRC) the use ofwhich for interior monitoring was first disclosed in U.S. Pat. No.6,393,133. Since there is direct connection between each pixel and anassociated electronic circuit, the potential exists for range gating thesensor to isolate objects between certain limits thus simplifying theidentification process by eliminating reflections from objects that arecloser or further away than the object of interest. A further advantageof the TFA is that it can be doped to improve its sensitivity toinfrared and it also can be fabricated as a three-color camera system.

Another novel HDRC camera is disclosed by Nayar (reference 13), asdiscussed above, and involves varying the sensitivity of pixels in theimager. Each of four adjacent pixels has a different exposuresensitivity and an algorithm is presented that combines the fourexposures in a manner that loses little resolution but provides a highdynamic range picture. This particularly simple system is a preferredapproach to handling the dynamic range problem in several monitoringapplications of at least one of the inventions disclosed herein.

A great deal of development effort has gone into automatic camerafocusing systems such as described in the Scientific American Article“Working Knowledge: Focusing in a Flash” (reference 14). The technologyis now to the point that it can be taught to focus on a particularobject, such as the head or chest of an occupant, or other object, andmeasure the distance to the object to within approximately 1 inch. Ifthis technology is coupled with the Nayar camera, a very low cost semi3D high dynamic range camera or imager results that is sufficientlyaccurate for locating an occupant in the passenger compartment or anobject in another container. If this technology is coupled with an eyelocator and the distance to the eyes of the occupant are determined,then a single camera is all that is required for either the driver orpassenger. Such a system would display a fault warning when it is unableto find the occupant's eyes. Such a system is illustrated in FIGS. 52and 53 of the '501 application.

As discussed above, thin film on ASIC technology, as described in Lake,D.W. “TFA Technology: The Coming Revolution in Photography”, AdvancedImaging Magazine, April, 2002 (www.advancedimagingmag.com) shows promiseof being the next generation of imager for automotive and other vehiclemonitoring applications. The anticipated specifications for thistechnology, as reported in the Lake article, are:

Dynamic Range 120 db Sensitivity 0.01 lux Anti-blooming 1,000,000:1Pixel Density 3,200,000 Pixel Size 3.5 um Frame Rate 30 fps DC Voltage1.8 v Compression 500 to 1

All of these specifications, except for the frame rate, are attractivefor occupant sensing. It is believed that the frame rate can be improvedwith subsequent generations of the technology. Some advantages of thistechnology for occupant sensing include the possibility of obtaining athree-dimensional image by varying the pixel on time in relation to amodulated illumination in a simpler manner than that proposed with thePMD imager or with a Pockel or Kerr cell. The ability to build theentire package on one chip will reduce the cost of this imager comparedwith two or more chips required by current technology. Other technicalpapers on TFA are referenced above.

TFA thus appears to be a major breakthrough when used in the interiorand exterior imaging systems. Its use in these applications falls withinthe teachings of the inventions disclosed herein.

5. Glare Control

The headlights of oncoming vehicles frequently make it difficult for thedriver of a vehicle to see the road and safely operate the vehicle. Thisis a significant cause of accidents and much discomfort. The problem isespecially severe during bad weather where rain can cause multiplereflections. Opaque visors are now used to partially solve this problembut they do so by completely blocking the view through a large portionof the window and therefore cannot be used to cover the entirewindshield. Similar problems happen when the sun is setting or risingand the driver is operating the vehicle in the direction of the sun.U.S. Pat. No. 4,874,938 attempts to solve this problem through the useof a motorized visor but although it can block some glare sources, italso blocks a substantial portion of the field of view.

The vehicle interior monitoring system disclosed herein can contributeto the solution of this problem by determining the position of thedriver's eyes. If separate sensors are used to sense the direction ofthe light from the on-coming vehicle or the sun, and through the use ofelectrochromic glass, a liquid crystal device, suspended particle deviceglass (SPD) or other appropriate technology, a portion of thewindshield, or special visor, can be darkened to impose a filter betweenthe eyes of the driver and the light source. Electrochromic glass is amaterial where the transparency of the glass can be changed through theapplication of an electric current. The term “liquid crystal” as usedherein will be used to represent the class of all such materials wherethe optical transmissibility can be varied electrically orelectronically. Electrochromic products are available from Gentex ofZeeland, Mich., and Donnelly of Holland, Mich. Other systems forselectively imposing a filter between the eyes of an occupant and thelight source are currently under development.

By dividing the windshield into a controlled grid or matrix ofcontiguous areas and through feeding the current into the windshieldfrom orthogonal directions, selective portions of the windshield can bedarkened as desired. Other systems for selectively imposing a filterbetween the eyes of an occupant and the light source are currently underdevelopment. One example is to place a transparent sun visor type devicebetween the windshield and the driver to selectively darken portions ofthe visor as described above for the windshield.

5.1 Windshield

FIG. 28 illustrates how such a system operates for the windshield. Asensor 135 located on vehicle 136 determines the direction of the light138 from the headlights of oncoming vehicle 137. Sensor 135 is comprisedof a lens and a charge-couple device (CCD), CMOS or similar device, withappropriate software or electronic circuitry that determines whichelements of the CCD are being most brightly illuminated. An algorithmstored in processor 20 then calculates the direction of the light fromthe oncoming headlights based on the information from the CCD, or CMOSdevice. Usually two systems 135 are required to fix the location of theoffending light. Transducers 6, 8 and 10 determine the probable locationof the eyes of the operator 30 of vehicle 136 in a manner such asdescribed above and below. In this case, however, the determination ofthe probable locus of the driver's eyes is made with an accuracy of adiameter for each eye of about 3 inches (7.5 cm). This calculationsometimes will be in error especially for ultrasonic occupant sensingsystems and provision is made for the driver to make an adjustment tocorrect for this error as described below.

The windshield 139 of vehicle 136 comprises electrochromic glass, aliquid crystal, SPD device or similar system, and is selectivelydarkened at area 140, FIG. 28A, due to the application of a currentalong perpendicular directions 141 and 142 of windshield 139. Theparticular portion of the windshield to be darkened is determined byprocessor 20. Once the direction of the light from the oncoming vehicleis known and the locations of the driver's eyes are known, it is amatter of simple trigonometry to determine which areas of the windshieldmatrix should be darkened to impose a filter between the headlights andthe driver's eyes. This is accomplished by the processor 20. A separatecontrol system, not shown, located on the instrument panel, steeringwheel or at some other convenient location, allows the driver to selectthe amount of darkening accomplished by the system from no darkening tomaximum darkening. In this manner, the driver can select the amount oflight that is filtered to suit his particular physiology. Alternately,this process can take place automatically. The sensor 135 can either bedesigned to respond to a single light source or to multiple lightsources to be sensed and thus multiple portions of the vehiclewindshield 139 to be darkened. Unless the camera is located on the sameaxis at the eyes of the driver, two cameras would in general be requiredto determine the distance of the glare causing object from the eyes ofthe driver. Without this third dimension, two glare sources that are onthe same axis to the camera could be on different axes to the driver,for example.

As an alternative to locating the direction of the offending lightsource, a camera looking at the eyes of the driver can determine whenthey are being subjected to glare and then impose a filter. A trial anderror process or through the use of structured light created by apattern on the windshield, determines where to create the filter toblock the glare.

More efficient systems are now becoming available to permit asubstantial cost reduction as well as higher speed selective darkeningof the windshield for glare control. These systems permit covering theentire windshield which is difficult to achieve with LCDs. For example,such systems are made from thin sheets of plastic film, sometimes withan entrapped liquid, and can usually be sandwiched between the twopieces of glass that make up a typical windshield. The development ofconductive plastics permits the addressing and thus the manipulation ofpixels of a transparent film that previously was not possible. These newtechnologies will now be discussed.

If the objective is for glare control, then the Xerox Gyricon technologyapplied to windows can be appropriate. Previously, this technology hasonly been used to make e-paper and a modification to the technology isnecessary for it to work for glare control. Gyricon is a thin layer oftransparent plastic full of millions of small black and white or red andwhite beads, like toner particles. The beads are contained in anoil-filled cavity. When voltage is applied, the beads rotate to presenta colored side to the viewer. The advantages of Gyricon are: (1) it iselectrically writeable and erasable; (2) it can be re-used thousands oftimes; (3) it does not require backlighting or refreshing; (4) it isbrighter than today's reflective displays; and, (5) it operates on lowpower. The changes required are to cause the colored spheres to rotate90 degrees rather than 180 degrees and to make half of each spheretransparent so that the display switches from opaque to 50% transparent.

Another technology, SPD light control technology from Research FrontiersInc., has been used to darken entire windows but not as a system fordarkening only a portion of the glass or sun visor to impose a selectivefilter to block the sun or headlights of an oncoming vehicle. Althoughit has been used as a display for laptop computers, it has not been usedas a heads-up display (HUD) replacement technology for automobile ortruck windshields.

Both SPD and Gyricon technologies require that the particles be immersedin a fluid so that the particles can move. Since the properties of thefluid will be temperature sensitive, these technologies will varysomewhat in performance over the automotive temperature range. Thepreferred technology, therefore, is plastic electronics although in manyapplications either Gyricon or SPD will also be used in combination withplastic electronics, at least until the technology matures. Currentlyplastic electronics can only emit light and not block it. However,research is ongoing to permit it to also control the transmission oflight.

The calculations of the location of the driver's eyes using acousticsystems may be in error and therefore provision must be made to correctfor this error. One such system permits the driver to adjust the centerof the darkened portion of the windshield to correct for such errorsthrough a knob, mouse pad, joy stick or other input device, on theinstrument panel, steering wheel, door, armrest or other convenientlocation. Another solution permits the driver to make the adjustment byslightly moving his head. Once a calculation as to the location of thedriver's eyes has been made, that calculation is not changed even thoughthe driver moves his head slightly. It is assumed that the driver willonly move his head in a very short time period to center the darkenedportion of the windshield to optimally filter the light from theoncoming vehicle. The monitoring system will detect this initial headmotion and make the correction automatically for future calculations.Additionally, a camera observing the driver or other occupant canmonitor the reflections of the sun or the headlights of oncomingvehicles off of the occupant's head or eyes and automatically adjust thefilter in the windshield or sun visor.

5.2 Glare in Rear View Mirrors

Electrochromic glass is currently used in rear view mirrors to darkenthe entire mirror in response to the amount of light striking anassociated sensor. This substantially reduces the ability of the driverto see objects coming from behind his vehicle. If one rear-approachingvehicle, for example, has failed to dim his lights, the mirror will bedarkened to respond to the light from that vehicle making it difficultfor the driver to see other vehicles that are also approaching from therear. If the rear view mirror is selectively darkened on only thoseportions that cover the lights from the offending vehicle, the driver isable to see all of the light coming from the rear whether the source isbright or dim. This permits the driver to see all of the approachingvehicles not just the one with bright lights.

Such a system is illustrated in FIGS. 29, 29A and 29B wherein rear viewmirror 55 is equipped with electrochromic glass, or comprises a liquidcrystal or similar device, having the capability of being selectivelydarkened, e.g., at area 143. Associated with mirror 55 is a light sensor144 that determines the direction of light 138 from the headlights ofrear approaching vehicle 137. Again, as with the windshield, a stereocamera is used if the camera is not aligned with the eye view path. Thisis easier to accomplish with a mirror due to its much smaller size. Insuch a case, the imager could be mounted on the movable part of themirror and could even look through the mirror from behind. In the samemanner as above, transducers 6, 8 and 10 determine the location of theeyes of the driver 30. The signals from both sensor systems, 6, 8, 10and 144, are combined in processor 20, where a determination is made asto what portions of the mirror should be darkened, e.g., area 143.Appropriate currents are then sent to the mirror 55 in a manner similarto the windshield system described above. Again, an alternative solutionis to observe a glare reflection on the face of the driver and removethe glare with a filter.

Note, the rearview mirror is also an appropriate place to display iconsof the contents of the blind spot or other areas surrounding the vehicleas disclosed in U.S. patent application Ser. No. 09/851,362 filed May 8,2001.

5.3 Visor for Glare Control and HUD

FIG. 30 illustrates the interior of a passenger compartment with a rearview mirror assembly 55, a camera for viewing the eyes of the driver 56and a large generally transparent sun visor 145. The sun visor 145 isnormally largely transparent and is made from electrochromic glass,suspended particle glass, a liquid crystal device or equivalent. Thecamera 56 images the eyes of the driver and looks for a reflectionindicating that glare is impinging on the driver's eyes. The camerasystem may have a source of infrared or other frequency illuminationthat would be momentarily activated to aid in locating the driver'seyes. Once the eyes have been located, the camera monitors the areaaround the eyes, or direct reflections from the eyes themselves, for anindication of glare. The camera system in this case would not know thedirection from which the glare is originating; it would only know thatthe glare was present. The glare blocker system then can darken selectedportions of the visor to attempt to block the source of glare and woulduse the observation of the glare from or around the eyes of the driveras feedback information. When the glare has been eliminated, the systemmaintains the filter, perhaps momentarily reducing it from time to timeto see that the source of glare has not stopped.

If the filter is electrochromic glass, a significant time period isrequired to activate the glare filter and therefore a trial and errorsearch for the ideal filter location could be too slow. In this case, anon-recurring spatial pattern can be placed in the visor such that whenlight passes through the visor and illuminates the face of the driver,the location where the filter should be placed can be easily determined.That is, the pattern reflection off of the face of the driver wouldindicate the location of the visor through which the light causing theglare was passing. Such a structured light system can also be used forthe SPD and LCD filters but since they act significantly more rapidly,it would serve only to simplify the search algorithm for filterplacement.

A second photo sensor 135 can also be used pointing through thewindshield to determine only that glare was present. In this manner,when the source of the glare disappears, the filter can be turned off. Amore sophisticated system as described above for the windshield systemwhereby the direction of the light is determined using a camera-typedevice can also be implemented.

The visor 145 is illustrated as substantially covering the frontwindshield in front of the driver. This is possible since it istransparent except where the filter is applied, which would in generalbe a small area. A second visor, not shown, can also be used to coverthe windshield for the passenger side that would also be useful when thelight-causing glare on the driver's eyes enters thought the windshieldin front of the passenger or if a passenger system is also desired. Insome cases, it might even be advantageous to supply a similar visor tocover the side windows but in general, standard opaque visors wouldserve for both the passenger side windshield area and the side windowssince the driver in general only needs to look through the windshield infront of him or her.

A smaller visor can also be used as long as it is provided with apositioning system or method. The visor only needs to cover the eyes ofthe driver. This could either be done manually or by electric motorssimilar to the system disclosed in U.S. Pat. No. 4,874,938. If electricmotors are used, then the adjustment system would first have to move thevisor so that it covered the driver's eyes and then provide the filter.This could be annoying if the vehicle is heading into the sun andturning and/or going up and down hills. In any case, the visor should bemovable to cover any portion of the windshield where glare can getthrough, unlike conventional visors that only cover the top half of thewindshield. The visor also does not need to be close to the windshieldand the closer that it is to the driver, the smaller and thus the lessexpensive it can be.

As with the windshield, the visor of at least one of the inventionsdisclosed herein can also serve as a display using plastic electronicsas described above either with or without the SPD or other filtermaterial. Additionally, visor-like displays can now be placed at manylocations in the vehicle for the display of Internet web pages, movies,games etc. Occupants of the rear seat, for example, can pull down suchdisplays from the ceiling, up from the front seatbacks or out from theB-pillars or other convenient locations.

A key advantage of the systems disclosed herein is the ability to handlemultiple sources of glare in contrast to the system of U.S. Pat. No.4,874,938, which requires that the multiple sources must be closetogether.

6. Weight Measurement and Biometrics

One way to determine motion of the occupant(s) is to monitor the weightdistribution of the occupant whereby changes in weight distributionafter an accident would be highly suggestive of movement of theoccupant. A system for determining the weight distribution of theoccupants can be integrated or otherwise arranged in the seats 3 and 4of the vehicle and several patent and publications describe suchsystems.

More generally, any sensor that determines the presence and health stateof an occupant can also be integrated into the vehicle interiormonitoring system in accordance with the inventions herein. For example,a sensitive motion sensor can determine whether an occupant is breathingand a chemical sensor, such as accomplished using SAW technology, candetermine the amount of carbon dioxide, or the concentration of carbondioxide, in the air in the vehicle, which can be correlated to thehealth state of the occupant(s). The motion sensor and chemical sensorcan be designed to have a fixed operational field situated near theoccupant. In the alternative, the motion sensor and chemical sensor canbe adjustable and adapted to adjust their operational field inconjunction with a determination by an occupant position and locationsensor that would determine the location of specific parts of theoccupant's body such as his or her chest or mouth. Furthermore, anoccupant position and location sensor can be used to determine thelocation of the occupant's eyes and determine whether the occupant isconscious, that is, whether his or her eyes are open or closed ormoving.

Chemical sensors can also be used to detect whether there is bloodpresent in the vehicle such as after an accident. Additionally,microphones can detect whether there is noise in the vehicle caused bygroaning, yelling, etc., and transmit any such noise through thecellular or similar connection to a remote listening facility using atelematics communication system such as operated by OnStar™.

FIG. 38 shows a schematic diagram of an embodiment of the inventionincluding a system for determining the presence and health state of anyoccupants of the vehicle and a telecommunications link. This embodimentincludes a system 150 for determining the presence of any occupants 151,which may take the form of a heartbeat sensor, chemical sensor or motionsensor as described above and a system for determining the health stateof any occupants 151. The latter system may be integrated into thesystem for determining the presence of any occupants using the same ordifferent component. The presence determining system 150 may encompass adedicated presence determination device associated with each seatinglocation in the vehicle, or at least sufficient presence determinationdevices having the ability to determine the presence of an occupant ateach seating location in the vehicle. Further, a system for determiningthe location, and optionally velocity, of the occupants or one or moreparts thereof 152 are provided and may be any conventional occupantposition sensor or preferably, one of the occupant position sensors asdescribed herein such as those utilizing waves such as electromagneticradiation or fields such as capacitance sensors or as described in thecurrent assignee's patents and patent applications referenced above aswell as herein.

A processor 153 is coupled to the presence determining system 150, thehealth state determining system 151 and the location determining system152. A communications unit 154 is coupled to the processor 153. Theprocessor 153 and/or communications unit 154 can also be coupled tomicrophones 158 that can be distributed throughout the vehicle passengercompartment and include voice-processing circuitry to enable theoccupant(s) to effect vocal control of the processor 153, communicationsunit 154 or any coupled component or oral communications via thecommunications unit 154. The processor 153 is also coupled to anothervehicular system, component or subsystem 155 and can issue controlcommands to effect adjustment of the operating conditions of the system,component or subsystem. Such a system, component or subsystem can be theheating or air-conditioning system, the entertainment system, anoccupant restraint device such as an airbag, a glare prevention system,etc. Also, a positioning system 156, such as a GPS or differential GPSsystem, could be coupled to the processor 153 and provides an indicationof the absolute position of the vehicle.

Pressure or weight sensors 7, 76 and 97 are also included in the systemshown in FIGS. 6 and 6A. Although strain gage-type sensors areschematically illustrated mounted to the supporting structure of theseat portion 4, and a bladder pressure sensor mounted in the seatportion 4, any other type of pressure or weight sensor can be usedincluding mat or butt spring sensors. Strain gage sensors are describedin detail in U.S. Pat. No. 6,242,701 as well as herein. Weight can beused to confirm the occupancy of the seat, i.e., the presence or absenceof an occupant as well as whether the seat is occupied by a light orheavy object. In the latter case, a measured weight of less than 60pounds is often determinative of the presence of a child seat whereas ameasured weight of greater than 60 pounds is often indicative of theabsence of a child seat. The weight sensors 7 can also be used todetermine the weight distribution of the occupant of the seat andthereby ascertain whether the occupant is moving and the position of theoccupant. As such, the weight sensors 7 could be used to confirm theposition and motion of the occupant. The measured pressure or weight ordistribution thereof can also be used in combination with the data fromthe transmitter/receiver assemblies 49, 50, 51, 52 and 54 of FIG. 8C toprovide an identification of the occupants in the seat.

As discussed below, weight can be measured both statically anddynamically. Static weight measurements require that the pressure orstrain gage system be accurately calibrated and care must be taken tocompensate for the effects of seatbelt load, aging, unwanted stresses inthe mounting structures, temperature etc. Dynamic measurements, on theother hand, can be used to measure the mass of an object on the seat,the presence of a seatbelt load and can be made insensitive to unwantedstatic stresses in the supporting members and to aging of the seat andits structure. In the simplest implementation, the natural frequency ofseat is determined due to the random vibrations or accelerations thatare input to the seat from the vehicle suspension system. In moresophisticated embodiments, an accelerometer and/or seatbelt tensionsensor is also used to more accurately determine the forces acting onthe occupant. In another embodiment, a vibrator can be used inconjunction with the seat to excite the seat occupying item either on atotal basis or on a local basis using PVDF film as an exciter and adetermination of the contact pattern of the occupant with the seatdetermined by the local response to the PVDF film. This latter methodusing the PVDF film or equivalent is closer to a pattern determinationrather than a true weight measurement.

Although many weight sensing systems are described herein, at least oneof the inventions disclosed herein is, among other things, directed tothe use of weight in any manner to determine the occupancy of a vehicle.Prior art mat sensors determined the occupancy through the butt print ofthe occupying item rather than actually measuring its weight. In an evenmore general sense, at least one of the inventions disclosed herein isthe use of any biometric measurement to determine vehicle occupancy.

As to the latter issue, when an occupant or object is strapped into theseat using a seatbelt, it can cause an artificial load on a bladder-typeweight sensor and/or strain gage-type weight sensors when the seatbeltanchorage points are not on the seat. The effects of seatbelt load canbe separated from the effects of object or occupant weight, as disclosedin U.S. Pat. No. 6,242,701, if the time-varying signals are consideredrather than merely using averaging to obtain the static load. If avehicle-mounted vertical accelerometer is present, then the forcingfunction on the seat caused by road roughness, steering maneuvers, andthe vehicle suspension system can be compared with the response of theseat as measured by the bladder or strain gage pressure or weightsensors. Through mathematical analysis, the magnitude of the bladderpressure or strain caused by seat belt loads can be separated frompressure and strain caused by occupant or object mass. Also, sinceanimated objects such as people cannot sit still indefinitely, suchoccupants can be distinguished from inanimate objects by similarlyobserving the change in pressure and strain distribution over time.

A serious problem that has plagued researchers attempting to adaptstrain gage technology to seat weight sensing arises from fact that atypical automobile seat is an over-determined structure containingindeterminate stresses and strains in the supporting structure. Thisarises from a variety of causes such as the connection between the seatstructure and the slide mechanisms below the seat or between the slidemechanisms and the floor which induces twisting and bending moments inthe seat structural members. Similarly, since most seats have fourattachment points and since only three points are necessary to determinea plane, there can be an unexpected distribution of compression andtensile stresses in the support structure. To complicate the situation,these indeterminable stresses and strains can vary as a function of seatposition and temperature. The combination of all of these effectsproduces a significant error in the calculation of the weight of anoccupying item and the distribution of this weight.

This problem can be solved by looking at changes in pressure and strainreadings in addition to the absolute values. The dynamic response of anoccupied seat is a function of the mass of the occupying item. As thecar travels down the road, a forcing function is provided to the seatwhich can be measured by the vertical acceleration component and otheracceleration components. This provides a method of measuring theresponse of the seat as well as the forcing function and therebydetermining the mass of occupying item.

For example, when an occupant first enters the vehicle and sits on aseat, the change in pressure and/or strain measurements will provide anaccurate measurement of the occupant's weight. This accuracydeteriorates as soon as the occupant attaches a seatbelt and/or movesthe seat to a new position. Nevertheless, the change in occupancy of theseat is a significant event that can be easily detected and if thechange in pressure and strain measurements are used as the measurementof the occupant weight, then the weight can be accurately determined.Similarly, the sequence of events for attaching a child seat to avehicle is one that can be easily discerned since the seat is firstplaced into the vehicle and the seat belt cinched followed by placingthe child in the seat or, alternately, the child and seat are placed inthe vehicle followed by a cinching of the seatbelt. Either of theseevent sequences gives a high probability of the occupancy being a childin a child seat. This decision can be confirmed by dynamicalmeasurements as described in U.S. patent application Ser. No.10/940,881, incorporated by reference herein.

6.1 Combined Spatial and Weight

A novel occupant position sensor for a vehicle, for determining theposition of the occupant, comprises a weight sensor for determining theweight of an occupant of a seat and a processor for receiving thedetermined weight of the occupant from the weight sensor and determiningthe position of the occupant based at least in part on the determinedweight of the occupant. The position of the occupant could also bedetermined based in part on waves received from the space above theseat, data from seat position sensors, reclining angle sensors, etc.

Although spatial sensors such as ultrasonic, electric field and opticaloccupant sensors can accurately identify and determine the location ofan occupying item in the vehicle, a determination of the mass of theitem is less accurate as it can be fooled in some cases by a thick butlight winter coat, for example. Therefore, it is desirable, when theeconomics permit, to provide a combined system that includes both weightand spatial sensors. Such a system permits a fine tuning of thedeployment time and the amount of gas in the airbag to match theposition and the mass of the occupant. If this is coupled with a smartcrash severity sensor, then a true smart airbag system can result, asdisclosed in the current assignee's U.S. Pat. No. 6,532,408.

As disclosed in several of the current assignee's patents, referencedherein and others, the combination of a reduced number of transducersincluding weight and spatial can result from a pruning process startingfrom a larger number of sensors. For example, such a process can beginwith four load cells and four ultrasonic sensors and after a pruningprocess, a system containing two ultrasonic sensors and one load cellcan result. At least one of the inventions disclosed herein is thereforenot limited to any particular number or combination of sensors and theoptimum choice for a particular vehicle will depend on many factorsincluding the specifications of the vehicle manufacturer, cost, accuracydesired, availability of mounting locations and the chosen technologies.

6.2 Face Recognition

A neural network, or other pattern recognition system, can be trained torecognize certain people as permitted operators of a vehicle or forgranting access to a cargo container or truck trailer. In this case, ifa non-recognized person attempts to operate the vehicle or to gainaccess, the system can disable the vehicle and/or sound an alarm or senda message to a remote site via telematics. Since it is unlikely that anunauthorized operator will resemble the authorized operator, the neuralnetwork system can be quite tolerant of differences in appearance of theoperator. The system defaults to where a key or other identificationsystem must be used in the case that the system doesn't recognize theoperator or the owner wishes to allow another person to operate thevehicle or have access to the container. The transducers used toidentify the operator can be any of the types described in detail above.A preferred method is to use optical imager-based transducers perhaps inconjunction with a weight sensor for automotive applications. This isnecessary due to the small size of the features that need to berecognized for a high accuracy of recognition. An alternate system usesan infrared laser, which can be modulated to provide three-dimensionalmeasurements, to irradiate or illuminate the operator and a CCD or CMOSdevice to receive the reflected image. In this case, the recognition ofthe operator is accomplished using a pattern recognition system such asdescribed in Popesco, V. and Vincent, J. M. “Location of Facial FeaturesUsing a Boltzmann Machine to Implement Geometric Constraints”, Chapter14 of Lisboa, P. J. G. and Taylor, M. J. Editors, Techniques andApplications of Neural Networks, Ellis Horwood Publishers, New York,1993. In the present case, a larger CCD element array containing 50,000or more elements would typically be used instead of the 16 by 16 or 256element CCD array used by Popesco and Vincent.

FIG. 22 shows a schematic illustration of a system for controllingoperation of a vehicle based on recognition of an authorized individualin accordance with the invention. A similar system can be designed forallowing access to a truck trailer, cargo container or railroad car, forexample. One or more images of the passenger compartment 105 arereceived at 106 and data derived therefrom at 107. Multiple imagereceivers may be provided at different locations. The data derivationmay entail any one or more of numerous types of image processingtechniques such as those described in the current assignee's U.S. Pat.No. 6,397,136 including those designed to improve the clarity of theimage. A pattern recognition algorithm, e.g., a neural network, istrained in a training phase 108 to recognize authorized individuals. Thetraining phase can be conducted upon purchase of the vehicle by thedealer or by the owner after performing certain procedures provided tothe owner, e.g., entry of a security code or key or at anotherappropriate time and place. In the training phase for a theft preventionsystem, the authorized operator(s) would sit themselves in the passengerseat and optical images would be taken and processed to obtain thepattern recognition algorithm. Alternately, the training can be doneaway from the vehicle which would be more appropriate for cargocontainers and the like.

A processor 109 is embodied with the pattern recognition algorithm thustrained to identify whether a person is the authorized individual byanalysis of subsequently obtained data derived from optical images 106.The pattern recognition algorithm in processor 109 outputs an indicationof whether the person in the image is an authorized individual for whichthe system is trained to identify. A security system 110 enablesoperations of the vehicle when the pattern recognition algorithmprovides an indication that the person is an individual authorized tooperate the vehicle and prevents operation of the vehicle when thepattern recognition algorithm does not provide an indication that theperson is an individual authorized to operate the vehicle.

In some cases, the recognition system can be substantially improved ifdifferent parts of the electromagnetic spectrum are used. As taught inthe book Alien Vision referenced above, distinctive facial markings areevident when viewed under near UV or MWIR illumination that can be usedto positively identify a person. Other biometric measures can be usedwith, or in place of, a facial or iris image to further improve therecognition accuracy such as voice recognition (voice-print), finger orhand prints, weight, height, arm length, hand size etc.

Instead of a security system, another component in the vehicle can beaffected or controlled based on the recognition of a particularindividual. For example, the rear view mirror, seat, seat belt anchoragepoint, headrest, pedals, steering wheel, entertainment system,air-conditioning/ventilation system can be adjusted. Additionally, thedoor can be unlocked upon approach of an authorized person.

FIG. 23 is a schematic illustration of a method for controllingoperation of a vehicle based on recognition of a person as one of a setof authorized individuals. Although the method is described and shownfor permitting or preventing ignition of the vehicle based onrecognition of an authorized driver, it can be used to control for anyvehicle component, system or subsystem based on recognition of anindividual.

Initially, the system is set in a training phase 112 in which images,and other biometric measures, including the authorized individuals areobtained by means of at least one optical receiving unit 113 and apattern recognition algorithm is trained based thereon 114, usuallyafter application of one or more image processing techniques to theimages. The authorized individual(s) occupy the passenger compartment,or some other appropriate location, and have their picture taken by theoptical receiving unit to enable the formation of a database on whichthe pattern recognition algorithm is trained. Training can be performedby any known method in the art, although combination neural networks arepreferred.

The system is then set in an operational phase 115 wherein an image isoperatively obtained 116, including the driver when the system is usedfor a security system. If the system is used for component adjustment,then the image would include any passengers or other occupying items inthe vehicle. The obtained image, or images if multiple optical receivingunits are used, plus other biometric information, are input into thepattern recognition algorithm 117, preferably after some imageprocessing, and a determination is made whether the pattern recognitionalgorithm indicates that the image includes an authorized driver 118. Ifso, ignition, or some other system, of the vehicle is enabled 273, orthe vehicle may actually be started automatically. If not, an alarm issounded and/or the police or other remote site may be contacted 120.

Once an optic-based system is present in a vehicle, other options can beenabled such as eye-tracking as a data input device or to detectdrowsiness, as discussed above, and even lip reading as a data inputdevice or to augment voice input. This is discussed, for example,Eisenberg, Anne, “Beyond Voice Recognition to a Computer That ReadsLips”, New York Times, Sep. 11, 2003. Lip reading can be implemented ina vehicle through the use of IR illumination and training of a patternrecognition algorithm, such as a neural network or a combinationnetwork. This is one example of where an adaptive neural or combinationnetwork can be employed that learns as it gains experience with aparticular driver. The word “radio”, for example, can be associated withlip motions when the vehicle is stopped or moving slowly and then at alater time when the vehicle is traveling at high speed with considerablewind noise, the voice might be difficult for the system to understand.When augmented with lip reading, the word “radio” can be more accuratelyrecognized. Thus, the combination of lip reading and voice recognitioncan work together to significantly improve accuracy.

Face recognition can of course be done in two or three dimensions andcan involve the creation of a model of the person's head that can aidwhen illumination is poor, for example. Three dimensions are availableif multiple two dimensional images are acquired as the occupant moveshis or her head or through the use of a three-dimensional camera. Athree-dimensional camera generally has two spaced-apart lenses plussoftware to combine the two views. Normally, the lenses are relativelyclose together but this may not need to be the case and significantlymore information can be acquired if the lenses are spaced further apartand in some cases, even such that one camera has a frontal view and theother a side view, for example. Naturally, the software is complicatedfor such cases but the system becomes more robust and less likely to beblocked by a newspaper, for example. A scanning laser radar, PMD orsimilar system with a modulated beam or with range gating as describedabove can also be used to obtain three-dimensional information or a 3Dimage.

Eye tracking as disclosed in Jacob, “Eye Tracking in Advanced InterfaceDesign”, Robert J. K. Jacob, Human-Computer Interaction Lab, NavalResearch Laboratory, Washington, D.C, can be used by vehicle operator tocontrol various vehicle components such as the turn signal, lights,radio, air conditioning, telephone, Internet interactive commands, etc.much as described in U.S. patent application Ser. No. 09/645,709. Thedisplay used for the eye tracker can be a heads-up display reflectedfrom the windshield or it can be a plastic electronics display locatedeither in the visor or the windshield.

The eye tracker works most effectively in dim light where the driver'seyes are sufficiently open that the cornea and retina are clearlydistinguishable. The direction of operator's gaze is determined bycalculation of the center of pupil and the center of the iris that arefound by illuminating the eye with infrared radiation. FIG. 8Eillustrates a suitable arrangement for illuminating eye along the sameaxis as the pupil camera. The location of occupant's eyes must be firstdetermined as described elsewhere herein before eye tracking can beimplemented. In FIG. 8E, imager system 52, 54, or 56 are candidatelocations for eye tracker hardware.

The technique is to shine a collimated beam of infrared light on to beoperator's eyeball producing a bright corneal reflection can be brightpupil reflection. Imaging software analyzes the image to identify thelarge bright circle that is the pupil and a still brighter dot which isthe corneal reflection and computes the center of each of these objects.The line of the gaze is determined by connecting the centers of thesetwo reflections.

It is usually necessary only to track a single eye as both eyes tend tolook at the same object. In fact, by checking that both eyes are lookingat the same object, many errors caused by the occupant looking throughthe display onto the road or surrounding environment can be eliminated

Object selection with a mouse or mouse pad, as disclosed in the '709application cross-referenced above is accomplished by pointing at theobject and depressing a button. Using eye tracking, an additionaltechnique is available based on the length of time the operator gazes atthe object. In the implementations herein, both techniques areavailable. In the simulated mouse case, the operator gazes at an object,such as the air conditioning control, and depresses a button on thesteering wheel, for example, to select the object. Alternately, theoperator merely gazes at the object for perhaps one-half second and theobject is automatically selected. Both techniques can be implementedsimultaneously allowing the operator to freely choose between them. Thedwell time can be selectable by the operator as an additional option.Typically, the dwell times will range from about 0.1 seconds to about 1second.

The problem of finding the eyes and tracking the head of the driver, forexample, is handled in Smeraldi, F., Carmona, J. B., “Saccadic searchwith Garbor features applied to eye detection and real-time headtracking”, Image and Vision Computing 18 (2000) 323-329, ElsevierScience B. V. The Saccadic system described is a very efficient methodof locating the most distinctive part of a persons face, the eyes, andin addition to finding the eyes, a modification of the system can beused to recognize the driver. The system makes use of the motion of thesubject's head to locate the head prior to doing a search for the eyesusing a modified Garbor decomposition method. By comparing twoconsecutive frames, the head can usually be located if it is in thefield of view of the camera. Although this is the preferred method,other eye location and tracking methods can also be used as reported inthe literature and familiar to those skilled in the art.

6.3 Heartbeat and Health State

In addition to the use of transducers to determine the presence andlocation of occupants in a vehicle, other sensors can also be used. Forexample, as discussed above, a heartbeat sensor, which determines thenumber and presence of heartbeats, can also be arranged in the vehicle.Heartbeat sensors can be adapted to differentiate between a heartbeat ofan adult, a heartbeat of a child and a heartbeat of an animal. As itsname implies, a heartbeat sensor detects a heartbeat, and the magnitudethereof, of a human occupant of the seat or other position, if such ahuman occupant is present. The output of the heartbeat sensor is inputto the processor of the interior monitoring system. One heartbeat sensorfor use in the invention may be of the types as disclosed in McEwan inU.S. Pat. No. 5,573,012 and U.S. Pat. No. 5,766,208. The heartbeatsensor can be positioned at any convenient position relative to theseats or other appropriate location where occupancy is being monitored.A preferred automotive location is within the vehicle seatback.

This type of micropower impulse radar (MIR) sensor is not believed tohave been used in an interior monitoring system in the past. It can beused to determine the motion of an occupant and thus can determine hisor her heartbeat (as evidenced by motion of the chest), for example.Such an MIR sensor can also be arranged to detect motion in a particulararea in which the occupant's chest would most likely be situated orcould be coupled to an arrangement which determines the location of theoccupant's chest and then adjusts the operational field of the MIRsensor based on the determined location of the occupant's chest. Amotion sensor utilizing a micro-power impulse radar (MIR) system asdisclosed, for example, in McEwan U.S. Pat. No. 5,361,070, as well asmany other patents by the same inventor. Motion sensing is accomplishedby monitoring a particular range from the sensor as disclosed in thatpatent. MIR is one form of radar that has applicability to occupantsensing and can be mounted at various locations in the vehicle. Otherforms include, among others, ultra wideband (UWB) by the Time DomainCorporation and noise radar (NR) by Professor Konstantin Lukin of theNational Academy of Sciences of Ukraine Institute of Radiophysics andElectronics. Radar has an advantage over ultrasonic sensors in that datacan be acquired at a higher speed and thus the motion of an occupant canbe more easily tracked. The ability to obtain returns over the entireoccupancy range is somewhat more difficult than with ultrasoundresulting in a more expensive system overall. MIR, UWB or NR haveadditional advantages in their lack of sensitivity to temperaturevariation and have a comparable resolution to about 40 kHz ultrasound.Resolution comparable to higher frequency is of course possible usingmillimeter waves, for example. Additionally, multiple MIR, UWB or NRsensors can be used when high-speed tracking of the motion of anoccupant during a crash is required since they can be individuallypulsed without interfering with each other through frequency, time orcode division multiplexing or other multiplexing schemes.

Other methods have been reported for measuring heartbeat includingvibrations introduced into a vehicle and variations in the electricfield in the vicinity of where an occupant might reside. All suchmethods are considered encompassed by the teachings of at least one ofthe inventions disclosed herein. The detection of a heartbeat regardlessof how it is accomplished is indicative of the presence of a livingbeing within the vehicle and such a detection as part of an occupantpresence detection system is novel to at least one of the inventionsdisclosed herein. Similarly, any motion of an object that is not inducedby the motion of the vehicle itself is indicative of the presence of aliving being and thus part of the teachings herein. The sensing ofoccupant motion regardless of how it is accomplished when used in asystem to affect another vehicle system is contemplated herein.

6.4 Other Inputs

Information can be provided as to the location of the driver, or othervehicle occupant, relative to an airbag, to appropriate circuitry whichwill process this information and make a decision as to whether toprevent deployment of the airbag in a situation where it would otherwisebe deployed, or otherwise affect the time of deployment, rate ofinflation, rate of deflation etc. One method of determining the positionof the driver as discussed above is to actually measure his or herposition either using electric fields, radar, optics or acoustics. Analternate approach, which is preferably used to confirm the measurementsmade by the systems described above, is to use information about theposition of the seat and the seatbelt spool out to determine the likelylocation of the driver relative to the airbag. To accomplish this, thelength of belt material which has been pulled out of the seatbeltretractor can be measured using conventional shaft encoder technologyusing either magnetic or optical systems. An example of an opticalencoder is illustrated generally as 37 in FIG. 14. It consists of anencoder disk 38 and a receptor 39 which sends a signal to appropriatecircuitry every time a line on the encoder disk 38 passes by thereceptor 39.

In a similar manner, the position of the seat can be determined througheither a linear encoder or a potentiometer as illustrated in FIG. 15. Inthis case, a potentiometer 45 is positioned along the seat track 46 anda sliding brush assembly 47 can be used with appropriate circuitry todetermine the fore and aft location of the seat 4. For those seats whichpermit the seat back angle to be adjusted, a similar measuring systemwould be used to determine the angle of the seat back. In this manner,the position of the seat relative to the airbag module can bedetermined. This information can be used in conjunction with theseatbelt spool out sensor to confirm the approximate position of thechest of the driver relative to the airbag. Of course, there are manyother ways of measuring the angles and positions of the seat and itscomponent parts.

For a simplified occupant position measuring system, a combination ofseatbelt spool out sensor, seat belt buckle sensor, seat back positionsensor, and seat position sensor (the “seat” in this last case meaningthe seat portion) can be used either together or as a subset of suchsensors to make an approximation as to the location of the driver orpassenger in the vehicle. This information can be used to confirm themeasurements of the electric field, ultrasonic and infrared sensors oras a stand-alone system. As a stand-alone system, it will not be asaccurate as systems using ultrasonics or electromagnetics. Since asignificant number of fatalities involve occupants who are not wearingseatbelts, and since accidents frequently involved significant pre-crashmaneuvers and breaking that can cause at least the vehicle passenger tobe thrown out of position, this system has serious failure modes.Nevertheless, sensors that measure seat position, for example, areavailable now and this system permits immediate introduction of a crudeoccupant position sensing system immediately and therefore it has greatvalue. One such simple system, employs a seat position sensor only. Forthe driver, for example, if the seat is in the forwardmost position,then it makes no sense to deploy the driver airbag at full power.Instead, either a depowered deployment or no deployment would be calledfor in many crash situations.

For most cases, the seatbelt spool out sensor would be sufficient togive a good confirming indication of the position of the occupant'schest regardless of the position of the seat and seat back. This isbecause the seatbelt is usually attached to the vehicle at least at oneend. In some cases, especially where the seat back angle can beadjusted, separate retractors can be used for the lap and shoulderportions of the seatbelt and the belt would not be permitted to slipthrough the “D-ring”. The length of belt spooled out from the shoulderbelt retractor then becomes a very good confirming measure of theposition of the occupant's chest.

7. Illumination

Various forms of illumination for use in the invention are discussed inthe '501 application, section 7, including infrared light, structuredlight, color and natural light.

7.1 Radar

Particular mention should be made of the use of radar since novelinexpensive antennas and ultra wideband radars are now readilyavailable. A scanning radar beam can be used in this implementation andthe reflected signal is received by a phase array antenna to generate animage of the occupant for input into the appropriate pattern detectioncircuitry. Naturally, the image is not very clear due to the longer wavelengths used and the difficulty in getting a small enough radar beam.The word circuitry as used herein includes, in addition to normalelectronic circuits, a microprocessor and appropriate software.

Another preferred embodiment makes use of radio waves and avoltage-controlled oscillator (VCO). In this embodiment, the frequencyof the oscillator is controlled through the use of a phase detectorwhich adjusts the oscillator frequency so that exactly one half waveoccupies the distance from the transmitter to the receiver viareflection off of the occupant. The adjusted frequency is thus inverselyproportional to the distance from the transmitter to the occupant.Alternately, an FM phase discriminator can be used as known to thoseskilled in the art. These systems could be used in any of the locationsillustrated in FIG. 5 as well as in the monitoring of other vehicletypes.

In FIG. 6, a motion sensor 73 is arranged to detect motion of anoccupying item on the seat 4 and the output thereof is input to theneural network 65. Motion sensors can utilize a micro-power impulseradar (MIR) system as disclosed, for example, in McEwan U.S. Pat. No.5,361,070, as well as many other patents by the same inventor. Motionsensing is accomplished by monitoring a particular range from the sensoras disclosed in that patent. MIR is one form of radar which hasapplicability to occupant sensing and can be mounted, for example, atlocations such as designated by reference numerals 6 and 8-10 in FIG. 7.It has an advantage over ultrasonic sensors in that data can be acquiredat a higher speed and thus the motion of an occupant can be more easilytracked. The ability to obtain returns over the entire occupancy rangeis somewhat more difficult than with ultrasound resulting in a moreexpensive system overall. MIR has additional advantages over ultrasoundin lack of sensitivity to temperature variation and has a comparableresolution to about 40 kHz ultrasound. Resolution comparable to higherfrequency is feasible but has not been demonstrated. Additionally,multiple MIR sensors can be used when high speed tracking of the motionof an occupant during a crash is required since they can be individuallypulsed without interfering with each, through time divisionmultiplexing. MIR sensors are also particularly applicable to themonitoring of other vehicles and can be configured to provide a systemthat requires very low power and thus is ideal for use withbattery-operated systems that require a very long life.

Sensors 126, 127, 128, 129 in FIG. 27 can also be microwave or mm waveradar sensors which transmit and receive radar waves. As such, it ispossible to determine the presence of an object in the rear seat and thedistance between the object and the sensors. Using multiple radarsensors, it would be possible to determine the contour of an object inthe rear seat and thus using pattern recognition techniques, theclassification or identification of the object. Motion of objects in therear seat can also be determined using radar sensors. For example, ifthe radar sensors are directed toward a particular area and/or areprovided with the ability to detect motion in a predetermined frequencyrange, they can be used to determine the presence of children or petsleft in the vehicle, i.e., by detecting heartbeats or other body motionssuch as movement of the chest cavity.

7.2 Frequency or Spectrum Considerations

The maximum acoustic frequency range that is practical to use foracoustic imaging in the acoustic systems herein is about 40 to 160kilohertz (kHz). The wavelength of a 50 kHz acoustic wave is about 0.6cm, which is too coarse to determine the fine features of a person'sface, for example. It is well understood by those skilled in the artthat features that are smaller than the wavelength of the irradiatingradiation cannot be distinguished. Similarly, the wavelength of commonradar systems varies from about 0.9 cm (for 33 GHz K band) to 133 cm(for 225 MHz P band), which is also too coarse for person identificationsystems. Millimeter wave and sub-millimeter wave radar can of courseemit and receive waves considerably smaller. Millimeter wave radar andMicropower Impulse Radar (MIR) as discussed above are particularlyuseful for occupant detection and especially the motion of occupantssuch as motion caused by heartbeats and breathing, but still too coursefor feature identification. For security purposes, for example, MIR canbe used to detect the presence of weapons on a person that might beapproaching a vehicle such as a bus, truck or train and thus provide awarning of a potential terrorist threat. Passive IR is also useful forthis purpose.

MIR is reflected by edges, joints and boundaries and through thetechnique of range gating, particular slices in space can be observed.Millimeter wave radar, particularly in the passive mode, can also beused to locate life forms because they naturally emit waves atparticular wave lengths such as 3 mm. A passive image of such a personwill also show the presence of concealed weapons as they block thisradiation. Similarly, active millimeter wave radar reflects off ofmetallic objects but is absorbed by the water in a life form. Theabsorption property can be used by placing a radar receiver or reflectorbehind the occupant and measuring the shadow caused by the absorption.The reflective property of weapons including plastics can be used asabove to detect possible terrorist threats. Finally, the use ofsub-millimeter waves again using a detector or reflector on the otherside of the occupant can be used not only to determine the density ofthe occupant but also some measure of its chemical composition as thechemical properties alter the pulse shape. Such waves are more readilyabsorbed by water than by plastic. From the above discussion, it can beseen that there are advantages of using different frequencies of radarfor different purposes and, in some cases, a combination of frequenciesis most useful. This combination occurs naturally with noise radar (NR),ultra-wideband radar (UWB) and MIR and these technologies are mostappropriate for occupant detection when using electromagnetic radiationat longer wavelengths than visible light and IR.

Another variant on the invention is to use no illumination source atall. In this case, the entire visible and infrared spectrum could beused. CMOS arrays are now available with very good night visioncapabilities making it possible to see and image an occupant in very lowlight conditions. QWIP, as discussed above, may someday become availablewhen on-chip cooling systems using a dual stage Peltier system becomecost effective or when the operating temperature of the device risesthrough technological innovation. For a comprehensive introduction tomultispectral imaging, see Richards, Austin Alien Vision, Exploring theElectromagnetic Spectrum with Imaging Technology, SPIE Press, 2001.

Thus many different frequencies can be used to image a scene each havingparticular advantages and disadvantages. At least one of the inventionsdisclosed herein is not limited to using a particular frequency or partof the electromagnetic spectrum and images can advantageously becombined from different frequencies. For example, a radar image can becombined or fused with an image from the infrared or ultravioletportions of the spectrum. Additionally, the use of a swept frequencyrange such as in a chirp can be advantageously used to distinguishdifferent objects or in some cases different materials. It is well knownthat different materials absorb and reflect different electromagneticwaves and that this fact can be used to identify the material as inspectrographic analysis.

8. Field Sensors and Antennas

A living object such as an animal or human has a fairly high electricalpermittivity (Dielectric Constant) and relatively lossy dielectricproperties (Loss Tangent) absorbs a lot of energy absorption when placedin an appropriate varying electric field. This effect varies with thefrequency. If a human, which is a lossy dielectric, is present in thedetection field, then the dielectric absorption causes the value of thecapacitance of the object to change with frequency. For a human (poordielectric) with high dielectric losses (loss tangent), the decay withfrequency will be more pronounced than objects that do not present thishigh loss tangency. Exploiting this phenomena, it is possible to detectthe presence of an adult, child, baby or pet that is in the field of thedetection circuit.

In FIG. 6, a capacitive sensor 78 is arranged to detect the presence ofan occupying item on the seat 4 and the output thereof is input to theneural network 65. Capacitive sensors can be located many other placesin the passenger compartment. Capacitive sensors appropriate for thisfunction are disclosed in Kithil U.S. Pat. No. 5,602,734, U.S. Pat. No.5,802,479 and U.S. Pat. No. 5,844,486 and U.S. Pat. No. 5,948,031 toJinno et al. Capacitive sensors can in general be mounted at locationsdesignated by reference numerals 6 and 8-10 in FIG. 7 or as shown inFIG. 6 or in the vehicle seat and seatback, although by their naturethey can occupy considerably more space than shown in the drawings.

In FIG. 4, transducers 5, 11, 12, 13, 14 and 15 can be antennas placedin the seat and headrest such that the presence of an object,particularly a water-containing object such as a human, disturbs thenear field of the antenna. This disturbance can be detected by variousmeans such as with Micrel parts MICREF102 and MICREF104, which have abuilt-in antenna auto-tune circuit. Note, these parts cannot be used asis and it is necessary to redesign the chips to allow the auto-tuneinformation to be retrieved from the chip.

Note that the bio-impedance that can be measured using the methodsdescribed above can be used to obtain a measure of the water mass, forexample, of an object and thus of its weight.

9. Telematics

Some of the inventions herein relate generally to telematics and thetransmission of information from a vehicle to one or more remote siteswhich can react to the position or status of the vehicle and/oroccupant(s) therein.

Initially, sensing of the occupancy of the vehicle and the optionaltransmission of this information, which may include images, to remotelocations will be discussed. This entails obtaining information fromvarious sensors about the occupants in the passenger compartment of thevehicle, e.g., the number of occupants, their type and their motion, ifany. Then, the concept of a low cost automatic crash notification systemwill be discussed. Next, a diversion into improvements in cell phoneswill be discussed followed by a discussion of trapped children and howtelematics can help save their lives. Finally, the use of telematicswith non-automotive vehicles will round out this section.

Elsewhere in section 13, the use of telematics is included with adiscussion of general vehicle diagnostic methods with the diagnosisbeing transmittable via a communications device to the remote locations.The diagnostics section includes an extensive discussion of varioussensors for use on the vehicle to sense different operating parametersand conditions of the vehicle is provided. All of the sensors discussedherein can be coupled to a communications device enabling transmissionof data, signals and/or images to the remote locations, and reception ofthe same from the remote locations.

9.1 Transmission of Occupancy Information

The cellular phone system, or other telematics communication device, isshown schematically in FIG. 2 by box 34 and outputs to an antenna 32.The phone system or telematics communication device 34 can be coupled tothe vehicle interior monitoring system in accordance with any of theembodiments disclosed herein and serves to establish a communicationschannel with one or more remote assistance facilities, such as an EMSfacility or dispatch facility from which emergency response personnelare dispatched. The telematics system can also be a satellite-basedsystem such as provided by Skybitz.

In the event of an accident, the electronic system associated with thetelematics system interrogates the various interior monitoring systemmemories in processor 20 and can arrive at a count of the number ofoccupants in the vehicle, if each seat is monitored, and, in moresophisticated systems, even makes a determination as to whether eachoccupant was wearing a seatbelt and if he or she is moving after theaccident, and/or the health state of one or more of the occupants asdescribed above, for example. The telematics communication system thenautomatically notifies an EMS operator (such as 911, OnStar® orequivalent) and the information obtained from the interior monitoringsystems is forwarded so that a determination can be made as to thenumber of ambulances and other equipment to send to the accident site.Vehicles having the capability of notifying EMS in the event one or moreairbags deployed are now in service but are not believed to use any ofthe innovative interior monitoring systems described herein. Suchvehicles will also have a system, such as the global positioning system,which permits the vehicle to determine its location and to forward thisinformation to the EMS operator.

FIG. 38 shows a schematic diagram of an embodiment of the inventionincluding a system for determining the presence and health state of anyoccupants of the vehicle and a telecommunications link. This embodimentincludes a system for determining the presence of any occupants 150which may take the form of a heartbeat sensor, chemical sensor and/ormotion sensor as described above and a system for determining the healthstate of any occupants 151 as discussed above. The latter system may beintegrated into the system for determining the presence of anyoccupants, i.e., one and the same component, or separate therefrom.Further, a system for determining the location, and optionally velocity,of the occupants and/or one or more parts thereof 152 are provided andmay be any conventional occupant position sensor or preferably, one ofthe occupant position sensors as described herein (e.g., those utilizingwaves electromagnetic radiation, electric fields, bladders, strain gagesetc.) or as described in the current assignee's patents and patentapplications referenced above.

A processor 153 is coupled to the presence determining system 150, thehealth state determining system 151 and the location determining system152. A communications unit 154 is coupled to the processor 153. Theprocessor 153 and/or communications unit 154 can also be coupled tomicrophones 158 that can be distributed throughout the vehicle andinclude voice-processing circuitry to enable the occupant(s) to effectvocal control of the processor 153, communications unit 154 or anycoupled component or oral communications via the communications unit154. The processor 153 is also coupled to another vehicular system,component or subsystem 155 and can issue control commands to effectadjustment of the operating conditions of the system, component orsubsystem. Such a system, component or subsystem can be the heating orair-conditioning system, the entertainment system, an occupant restraintdevice such as an airbag, a glare prevention system, etc. Also, apositioning system 156 could be coupled to the processor 153 andprovides an indication of the absolute position of the vehicle,preferably using satellite-based positioning technology (e.g., a GPSreceiver).

In normal use (other then after a crash), the presence determiningsystem 150 determine whether any human occupants are present, i.e.,adults or children, and the location determining system 152 determinethe occupant's location. The processor 153 receives signalsrepresentative of the presence of occupants and their location anddetermines whether the vehicular system, component or subsystem 155 canbe modified to optimize its operation for the specific arrangement ofoccupants. For example, if the processor 153 determines that only thefront seats in the vehicle are occupied, it could control the heatingsystem to provide heat only through vents situated to provide heat forthe front-seated occupants.

The communications unit 154 performs the function of enablingestablishment of a communications channel to a remote facility toreceive information about the occupancy of the vehicle as determined bythe presence determining system 150, occupant health state determiningsystem 151 and/or occupant location determining system 152. Thecommunications unit 154 thus can be designed to transmit over asufficiently large range and at an established frequency monitored bythe remote facility, which may be an EMS facility, sheriff department,or fire department. Alternately, it can communicate with a satellitesystem such as the Skybitz system and the information can be forwardedto the appropriate facility via the Internet or other appropriate link.

Another vehicular telematics system, component or subsystem is anavigational aid, such as a route guidance display or map. In this case,the position of the vehicle as determined by the positioning system 156is conveyed through processor 153 to the communications unit 154 to aremote facility and a map is transmitted from this facility to thevehicle to be displayed on the route display. If directions are needed,a request for such directions can be entered into an input unit 157associated with the processor 153 and transmitted to the facility. Datafor the display map and/or vocal instructions can then be transmittedfrom this facility to the vehicle.

Moreover, using this embodiment, it is possible to remotely monitor thehealth state of the occupants in the vehicle and most importantly, thedriver. The health state determining system 151 may be used to detectwhether the driver's breathing is erratic or indicative of a state inwhich the driver is dozing off. The health state determining system 151can also include a breath-analyzer to determine whether the driver'sbreath contains alcohol. In this case, the health state of the driver isrelayed through the processor 153 and the communications unit 154 to theremote facility and appropriate action can be taken. For example, itwould be possible to transmit a command, e.g., in the form of a signal,to the vehicle to activate an alarm or illuminate a warning light or ifthe vehicle is equipped with an automatic guidance system and ignitionshut-off, to cause the vehicle to come to a stop on the shoulder of theroadway or elsewhere out of the traffic stream. The alarm, warninglight, automatic guidance system and ignition shut-off are thusparticular vehicular components or subsystems represented by 155. Thevehicular component or subsystem could be activated directly by thesignal from the remote facility, if they include a signal receiver, orindirectly via the communications unit 154 and processor 153.

In use after a crash, the presence determining system 150, health statedetermining system 151 and location determining system 152 obtainreadings from the passenger compartment and direct such readings to theprocessor 153. The processor 153 analyzes the information and directs orcontrols the transmission of the information about the occupant(s) to aremote, manned facility. Such information could include the number andtype of occupants, i.e., adults, children, infants, whether any of theoccupants have stopped breathing or are breathing erratically, whetherthe occupants are conscious (as evidenced by, e.g., eye motion), whetherblood is present (as detected by a chemical sensor) and whether theoccupants are making sounds (as detected by a microphone). Thedetermination of the number of occupants is obtained from the presencedetermining mechanism 150, i.e., the number of occupants whose presenceis detected is the number of occupants in the passenger compartment. Thedetermination of the status of the occupants, i.e., whether they aremoving is performed by the health state determining mechanism 151, suchas the motion sensors, heartbeat sensors, chemical sensors, etc.Moreover, the communications link through the communications unit 154can be activated immediately after the crash to enable personnel at theremote facility to initiate communications with the vehicle.

Once an occupying item has been located in a vehicle, or any objectoutside of the vehicle, the identification or categorization informationalong with an image, including an IR or multispectral image, or icon ofthe object can be sent via a telematics channel to a remote location. Apassing vehicle, for example, can send a picture of an accident or asystem in a vehicle that has had an accident can send an image of theoccupant(s) of the vehicle to aid in injury assessment by the EMS team.

Although in most if not all of the embodiments described above, it hasbeen assumed that the transmission of images or other data from thevehicle to the EMS or other off-vehicle (remote) site is initiated bythe vehicle, this may not always be the case and in some embodiments,provision is made for the off-vehicle site to initiate the acquisitionand/or transmission of data including images from the vehicle. Thus, forexample, once an EMS operator knows that there has been an accident, heor she can send a command to the vehicle to control components in thevehicle to cause the components send images and other data so that thesituation can be monitored by the operator or other person. Thecapability to receive and initiate such transmissions can also beprovided in an emergency vehicle such as a police car or ambulance. Inthis manner, for a stolen vehicle situation, the police officer, forexample, can continue to monitor the interior of the stolen vehicle.

FIG. 39 shows a schematic of the integration of the occupant sensingwith a telematics link and the vehicle diagnosis with a telematics link.As envisioned, the occupant sensing system 600 includes those componentswhich determine the presence, position, health state, and otherinformation relating to the occupants. Information relating to theoccupants includes information as to what the driver is doing, talkingon the phone, communicating with OnStar® or other route guidance,listening to the radio, sleeping, drunk, drugged, having a heart attackThe occupant sensing system may also be any of those systems andapparatus described in any of the current assignee's above-referencedpatents and patent applications or any other comparable occupant sensingsystem which performs any or all of the same functions as they relate tooccupant sensing. Examples of sensors which might be installed on avehicle and constitute the occupant sensing system include heartbeatsensors, motion sensors, weight sensors, microphones and opticalsensors.

A crash sensor system 591 is provided and determines when the vehicleexperiences a crash. This crash sensor may be part of the occupantrestraint system or independent from it. Crash sensor system 591 mayinclude any type of crash sensors, including one or more crash sensorsof the same or different types.

Vehicle sensors 592 include sensors which detect the operatingconditions of the vehicle. Also included are tire sensors such asdisclosed in U.S. Pat. No. 6,662,642. Other examples include velocityand acceleration sensors, and angle and angular rate pitch, roll and yawsensors. Of particular importance are sensors that tell what the car isdoing: speed, skidding, sliding, location, communicating with other carsor the infrastructure, etc.

Environment sensors 593 includes sensors which provide data to theoperating environment of the vehicle, e.g., the inside and outsidetemperatures, the time of day, the location of the sun and lights, thelocations of other vehicles, rain, snow, sleet, visibility (fog),general road condition information, pot holes, ice, snow cover, roadvisibility, assessment of traffic, video pictures of an accident, etc.Possible sensors include optical sensors which obtain images of theenvironment surrounding the vehicle, blind spot detectors which providesdata on the blind spot of the driver, automatic cruise control sensorsthat can provide images of vehicles in front of the host vehicle,various radar devices which provide the position of other vehicles andobjects relative to the subject vehicle.

The occupant sensing system 600, crash sensors 591, vehicle sensors 592,environment sensors 593 and all other sensors listed above can becoupled to a communications device 594 which may contain a memory unitand appropriate electrical hardware to communicate with the sensors,process data from the sensors, and transmit data from the sensors. Thememory unit would be useful to store data from the sensors, updatedperiodically, so that such information could be transmitted at set timeintervals.

The communications device 594 can be designed to transmit information toany number of different types of facilities. For example, thecommunications device 594 would be designed to transmit information toan emergency response facility 595 in the event of an accident involvingthe vehicle. The transmission of the information could be triggered by asignal from a crash sensor 591 that the vehicle was experiencing a crashor experienced a crash. The information transmitted could come from theoccupant sensing system 600 so that the emergency response could betailored to the status of the occupants. For example, if the vehicle wasdetermined to have ten occupants, multiple ambulances might be sent.Also, if the occupants are determined not be breathing, then a higherpriority call with living survivors might receive assistance first. Assuch, the information from the occupant sensing system 600 would be usedto prioritize the duties of the emergency response personnel.

Information from the vehicle sensors 592 and environment sensors 593 canalso be transmitted to law enforcement authorities 597 in the event ofan accident so that the cause(s) of the accident could be determined.Such information can also include information from the occupant sensingsystem 600, which might reveal that the driver was talking on the phone,putting on make-up, or another distracting activity, information fromthe vehicle sensors 592 which might reveal a problem with the vehicle,and information from the environment sensors 593 which might reveal theexistence of slippery roads, dense fog and the like.

Information from the occupant sensing system 600, vehicle sensors 592and environment sensors 593 can also be transmitted to the vehiclemanufacturer 598 in the event of an accident so that a determination canbe made as to whether failure of a component of the vehicle caused orcontributed to the cause of the accident. For example, the vehiclesensors might determine that the tire pressure was too low so thatadvice can be disseminated to avoid maintaining the tire pressure toolow in order to avoid an accident. Information from the vehicle sensors592 relating to component failure could be transmitted to adealer/repair facility 596 which could schedule maintenance to correctthe problem.

The communications device 594 can be designed to transmit particularinformation to each site, i.e., only information important to beconsidered by the personnel at that site. For example, the emergencyresponse personnel have no need for the fact that the tire pressure wastoo low but such information is important to the law enforcementauthorities 597 (for the possible purpose of issuing a recall of thetire and/or vehicle) and the vehicle manufacturer 598.

In one exemplifying use of the system shown in FIG. 39, the operator atthe remote facility 595 could be notified when the vehicle experiences acrash, as detected by the crash sensor system 591 and transmitted to theremote facility 595 via the communications device 594. In this case, ifthe vehicle occupants are unable to, or do not, initiate communicationswith the remote facility 595, the operator would be able to receiveinformation from the occupant sensing system 600, as well as the vehiclesensors 592 and environmental sensors 593. The operator could thendirect the appropriate emergency response personnel to the vehicle. Thecommunications device 594 could thus be designed to automaticallyestablish the communications channel with the remote facility when thecrash sensor system 591 determines that the vehicle has experienced acrash.

The communications device 594 can be a cellular phone, OnStar® or othersubscriber-based telematics system, a peer-to-peer vehicle communicationsystem that eventually communicates to the infrastructure and then,perhaps, to the Internet with e-mail to the dealer, manufacturer,vehicle owner, law enforcement authorities or others. It can also be avehicle to LEO or Geostationary satellite system such as Skybitz whichcan then forward the information to the appropriate facility eitherdirectly or through the Internet.

The communication may need to be secret so as not to violate the privacyof the occupants and thus encrypted communication may in many cases berequired. Other innovations described herein include the transmission ofany video data from a vehicle to another vehicle or to a facility remotefrom the vehicle by any means such as a telematics communication systemsuch as OnStar®, a cellular phone system, a communication via GEO,geocentric or other satellite system and any communication thatcommunicates the results of a pattern recognition system analysis. Also,any communication from a vehicle that combines sensor information withlocation information is anticipated by at least one of the inventionsdisclosed herein.

When optical sensors are provided as part of the occupant sensing system600, video conferencing becomes a possibility, whether or not thevehicle experiences a crash. That is, the occupants of the vehicle canengage in a video conference with people at another location 599 viaestablishment of a communications channel by the communications device594.

The vehicle diagnostic system described above using a telematics linkcan transmit information from any type of sensors on the vehicle.

10. Pattern Recognition

In basic embodiments of the inventions, wave or energy-receivingtransducers are arranged in the vehicle at appropriate locations,associated algorithms are trained, if necessary depending on theparticular embodiment, and function to determine whether a life form, orother object, is present in the vehicle and if so, how many life formsor objects are present. A determination can also be made using thetransducers as to whether the life forms are humans, or morespecifically, adults, child in child seats, etc. As noted above andbelow, this is possible using pattern recognition techniques. Moreover,the processor or processors associated with the transducers can betrained (loaded with a trained pattern recognition algorithm) todetermine the location of the life forms or objects, either periodicallyor continuously or possibly only immediately before, during and after acrash. The location of the life forms or objects can be as general or asspecific as necessary depending on the system requirements, i.e., adetermination can be made that a human is situated on the driver's seatin a normal position (general) or a determination can be made that ahuman is situated on the driver's seat and is leaning forward and/or tothe side at a specific angle as well as determining the position of hisor her extremities and head and chest (specific). Or, a determinationcan be made as to the size or type of objects such as boxes are in atruck trailer or cargo container. The degree of detail is limited byseveral factors, including, e.g., the number, position and type oftransducers and the training of the pattern recognition algorithm.

When different objects are placed on the front passenger seat, theimages (here “image” is used to represent any form of signal) fromtransducers 6, 8, 10 (FIG. 1) are different for different objects butthere are also similarities between all images of rear facing childseats, for example, regardless of where on the vehicle seat it is placedand regardless of what company manufactured the child seat. Alternately,there will be similarities between all images of people sitting on theseat regardless of what they are wearing, their age or size. The problemis to find the set of “rules” or an algorithm that differentiates theimages of one type of object from the images of other types of objects,for example which differentiate the adult occupant images from the rearfacing child seat images or boxes. The similarities of these images forvarious child seats are frequently not obvious to a person looking atplots of the time series from ultrasonic sensors, for example, and thuscomputer algorithms are developed to sort out the various patterns. Fora more detailed discussion of pattern recognition see US RE37260 toVarga et. and discussions elsewhere herein.

The determination of these rules is important to the pattern recognitiontechniques used in at least one of the inventions disclosed herein. Ingeneral, three approaches have been useful, artificial intelligence,fuzzy logic and artificial neural networks including modular orcombination neural networks. Other types of pattern recognitiontechniques may also be used, such as sensor fusion as disclosed inCorrado U.S. Pat. No. 5,482,314, U.S. Pat. No. 5,890,085, and U.S. Pat.No. 6,249,729. In some of the inventions disclosed herein, such as thedetermination that there is an object in the path of a closing window ordoor using acoustics or optics as described herein, the rules aresufficiently obvious that a trained researcher can look at the returnedsignals and devise an algorithm to make the required determinations. Inothers, such as the determination of the presence of a rear facing childseat or of an occupant, artificial neural networks are used to determinethe rules. Neural network software for determining the patternrecognition rules is available from various sources such asInternational Scientific Research, Inc., Panama City, Panama.

The human mind has little problem recognizing faces even when they arepartially occluded such as with a hat, sunglasses or a scarf, forexample. With the increase in low cost computing power, it is nowbecoming possible to train a rather large neural network, perhaps acombination neural network, to recognize most of those cases where ahuman mind will also be successful.

Other techniques which may or may not be part of the process ofdesigning a system for a particular application include the following:

1. Fuzzy logic. Neural networks frequently exhibit the property thatwhen presented with a situation that is totally different from anypreviously encountered, an irrational decision can result. Frequently,when the trained observer looks at input data, certain boundaries to thedata become evident and cases that fall outside of those boundaries areindicative of either corrupted data or data from a totally unexpectedsituation. It is sometimes desirable for the system designer to addrules to handle these cases. These can be fuzzy logic-based rules orrules based on human intelligence. One example would be that whencertain parts of the data vector fall outside of expected bounds thatthe system defaults to an airbag-enable state or the previouslydetermined state.

2. Genetic algorithms. When developing a neural network algorithm for aparticular vehicle, there is no guarantee that the best of all possiblealgorithms has been selected. One method of improving the probabilitythat the best algorithm has been selected is to incorporate some of theprinciples of genetic algorithms. In one application of this theory, thenetwork architecture and/or the node weights are varied pseudo-randomlyto attempt to find other combinations which have higher success rates.The discussion of such genetic algorithms systems appears in the bookComputational Intelligence referenced above.

Although neural networks are preferred other classifiers such asBayesian classifiers can be used as well as any other patternrecognition system. A key feature of most of the inventions disclosedherein is the recognition that the technology of pattern recognitionrather than deterministic mathematics should be applied to solving theoccupant sensing problem.

10.1 Neural Networks

An occupant can move from a position safely displaced from the airbag toa position where he or she can be seriously injured by the deployment ofan airbag within a fraction of a second during pre-crash braking, forexample. On the other hand, it takes a substantially longer time periodto change the seat occupancy state from a forward facing person to arear facing child seat, or even from a forward facing child seat to arear facing child seat. This fact can be used in the discriminationprocess through post-processing algorithms. One method, which alsoprepares for DOOP, is to use a two-layered neural network or twoseparate neural networks. The first one categorizes the seat occupancyinto, for example, (1) empty seat, (2) rear facing child seat, (3)forward facing child seat and (4) forward facing human (not in a childseat). The second is used for occupant position determination. In theimplementation, the same input layer can be used for both neuralnetworks but separate hidden and output layers are used. This isillustrated in FIG. 63 of the '501 application which is similar to FIG.19 b with the addition of a post processing operation for both thecategorization and position networks and the separate hidden layer nodesfor each network.

If the categorization network determines that either a category (3) or(4) exists, then the second network is run, which determines thelocation of the occupant. Significant averaging of the vectors is usedfor the first network and substantial evidence is required before theoccupancy class is changed. For example, if data is acquired every 10milliseconds, the first network might be designed to require 600 out of1000 changed vectors before a change of state is determined. In thiscase, at least 6 seconds of confirming data would be required. Such asystem would therefore not be fooled by a momentary placement of anewspaper by a forward facing human, for example, that might look like arear-facing child seat.

If, on the other hand, a forward facing human were chosen, his or herposition could be determined every 10 milliseconds. A decision that theoccupant had moved out of position would not necessarily be made fromone 10 millisecond reading unless that reading was consistent withprevious readings. Nevertheless, a series of consistent readings wouldlead to a decision within 10 milliseconds of when the occupant crossedover into the danger zone proximate to the airbag module. This method ofusing history is used to eliminate the effects of temperature gradients,for example, or other events that could temporarily distort one or morevectors. The algorithms which perform this analysis are part of thepost-processor.

More particularly, in one embodiment of the method in accordance with atleast one of the inventions herein in which two neural networks are usedin the control of the deployment of an occupant restraint device basedon the position of an object in a passenger compartment of a vehicle,several wave-emitting and receiving transducers are mounted on thevehicle. In one preferred embodiment, the transducers are ultrasonictransducers which simultaneously transmit and receive waves at differentfrequencies from one another. A determination is made by a first neuralnetwork whether the object is of a type requiring deployment of theoccupant restraint device in the event of a crash involving the vehiclebased on the waves received by at least some of the transducers afterbeing modified by passing through the passenger compartment. If so,another determination is made by a second neural network whether theposition of the object relative to the occupant restraint device wouldcause injury to the object upon deployment of the occupant restraintdevice based on the waves received by at least some of the transducers.The first neural network is trained on signals from at least some of thetransducers representative of waves received by the transducers whendifferent objects are situated in the passenger compartment. The secondneural network is trained on signals from at least some of thetransducers when different objects in different positions are situatedin the passenger compartment.

The transducers used in the training of the first and second neuralnetworks and operational use of method are not necessary the sametransducers and different sets of transducers can be used for the typingor categorizing of the object via the first neural network and theposition determination of the object via the second neural network.

The modifications described above with respect to the use of ultrasonictransducers can also be used in conjunction with a dual neural networksystem. For example, motion of a respective vibrating element or cone ofone or more of the transducers may be electronically or mechanicallydiminished or suppressed to reduce ringing of the transducer and/or oneor more of the transducers may be arranged in a respective tube havingan opening through which the waves are transmitted and received.

In another embodiment of the invention, a method for categorizing anddetermining the position of an object in a passenger compartment of avehicle entails mounting a plurality of wave-receiving transducers onthe vehicle, training a first neural network on signals from at leastsome of the transducers representative of waves received by thetransducers when different objects in different positions are situatedin the passenger compartment, and training a second neural network onsignals from at least some of the transducers representative of wavesreceived by the transducers when different objects in differentpositions are situated in the passenger compartment. As such, the firstneural network provides an output signal indicative of thecategorization of the object while the second neural network provides anoutput signal indicative of the position of the object. The transducersmay be controlled to transmit and receive waves each at a differentfrequency, as discussed elsewhere herein, and one or more of thetransducers may be arranged in a respective tube having an openingthrough which the waves are transmitted and received.

Although this system is described with particular advantageous use forultrasonic and optical transducers, it is conceivable that othertransducers other than the ultrasonics or optics can also be used inaccordance with the invention. A dual neural network is a form of amodular neural network and both are subsets of combination neuralnetworks.

The system used in a preferred implementation of at least one of theinventions disclosed herein for the determination of the presence of arear facing child seat, of an occupant or of an empty seat, for example,is the artificial neural network, which is also commonly referred to asa trained neural network. In one case, illustrated in FIG. 1, thenetwork operates on the returned signals as sensed by transducers 6, 8,9 and 10, for example. Through a training session, the system is taughtto differentiate between the different cases. This is done by conductinga large number of experiments where a selection of the possible childseats is placed in a large number of possible orientations on the frontpassenger seat. Similarly, a sufficiently large number of experimentsare run with human occupants and with boxes, bags of groceries and otherobjects (both inanimate and animate). For each experiment with differentobjects and the same object in different positions, the returned signalsfrom the transducers 6, 8, 9 and 10, for example, are associated withthe identification of the occupant in the seat or the empty seat andinformation about the occupant such as its orientation if it is a childseat and/or position. Data sets are formed from the returned signals andthe identification and information about the occupant or the absence ofan occupant. The data sets are input into a neural network-generatingprogram that creates a trained neural network that can, upon receivinginput of returned signals from the transducers 6, 8, 9 and 10, providean output of the identification and information about the occupant mostlikely situated in the seat or ascertained the existence of an emptyseat. Sometimes as many as 1,000,000 such experiments are run before theneural network is sufficiently trained and tested so that it candifferentiate among the several cases and output the correct decisionwith a very high probability. The data from each trial is combined toform a one-dimensional array of data called a vector. Of course, it mustbe realized that a neural network can also be trained to differentiateamong additional cases, for example, a forward facing child seat. It canalso be trained to recognize the existence of one or more boxes or othercargo within a truck trailer, cargo container, automobile trunk orrailroad car, for example.

Considering now FIG. 9, the normalized data from the ultrasonictransducers 6, 8, 9 and 10, the seat track position detecting sensor 74,the reclining angle detecting sensor 57, from the weight sensor(s) 7, 76and 97, from the heartbeat sensor 71, the capacitive sensor 78 and themotion sensor 73 are input to the neural network 65, and the neuralnetwork 65 is then trained on this data. More specifically, the neuralnetwork 65 adds up the normalized data from the ultrasonic transducers,from the seat track position detecting sensor 74, from the recliningangle detecting sensor 57, from the weight sensor(s) 7, 76 and 97, fromthe heartbeat sensor 71, from the capacitive sensor 78 and from themotion sensor 73 with each data point multiplied by an associated weightaccording to the conventional neural network process to determinecorrelation function (step S6 in FIG. 18).

Looking now at FIG. 19B, in this embodiment, 144 data points areappropriately interconnected at 25 connecting points of layer 1, andeach data point is mutually correlated through the neural networktraining and weight determination process. The 144 data points consistof 138 measured data points from the ultrasonic transducers, the data(139th) from the seat track position detecting sensor 74, the data(140th) from the reclining angle detecting sensor 57, the data (141st)from the weight sensor(s) 7 or 76, the data (142^(nd)) from theheartbeat sensor 71, the data (143^(rd)) from the capacitive sensor andthe data (144^(th)) from the motion sensor (the last three inputs arenot shown on FIG. 19B. Each of the connecting points of the layer 1 hasan appropriate threshold value, and if the sum of measured data exceedsthe threshold value, each of the connecting points will output a signalto the connecting points of layer 2. Although the weight sensor input isshown as a single input, in general there will be a separate input fromeach weight sensor used. For example, if the seat has four seat supportsand a strain measuring element is used on each support, what will befour data inputs to the neural network.

The connecting points of the layer 2 comprises 20 points, and the 25connecting points of the layer 1 are appropriately interconnected as theconnecting points of the layer 2. Similarly, each data is mutuallycorrelated through the training process and weight determination asdescribed above and in the above-referenced neural network texts. Eachof the 20 connecting points of the layer 2 has an appropriate thresholdvalue, and if the sum of measured data exceeds the threshold value, eachof the connecting points will output a signal to the connecting pointsof layer 3.

The connecting points of the layer 3 comprises 3 points, and theconnecting points of the layer 2 are interconnected at the connectingpoints of the layer 3 so that each data is mutually correlated asdescribed above. If the sum of the outputs of the connecting points oflayer 2 exceeds a threshold value, the connecting points of the latter 3will output Logic values (100), (010), and (001) respectively, forexample.

The neural network 65 recognizes the seated-state of a passenger A bytraining as described in several books on Neural Networks mentioned inthe above referenced patents and patent applications. Then, aftertraining the seated-state of the passenger A and developing the neuralnetwork weights, the system is tested. The training procedure and thetest procedure of the neural network 65 will hereafter be described witha flowchart shown in FIG. 18.

The threshold value of each connecting point is determined bymultiplying weight coefficients and summing up the results in sequence,and the aforementioned training process is to determine a weightcoefficient Wj so that the threshold value (ai) is a previouslydetermined output.ai=ΣWj·Xj(j=1 to N)

wherein Wj is the weight coefficient,

-   -   Xj is the data and    -   N is the number of samples.

Based on this result of the training, the neural network 65 generatesthe weights for the coefficients of the correlation function or thealgorithm (step S7).

At the time the neural network 65 has learned a suitable number ofpatterns of the training data, the result of the training is tested bythe test data. In the case where the rate of correct answers of theseated-state detecting unit based on this test data is unsatisfactory,the neural network is further trained and the test is repeated. In thisembodiment, the test was performed based on about 600,000 test patterns.When the rate of correct test result answers was at about 98%, thetraining was ended. Further improvements to the ultrasonic occupantsensor system has now resulted in accuracies exceeding 98% and for theoptical system exceeding 99%.

The neural network software operates as follows. The training data isused to determine the weights which multiply the values at the variousnodes at the lower level when they are combined at nodes at a higherlevel. Once a sufficient number of iterations have been accomplished,the independent data is used to check the network. If the accuracy ofthe network using the independent data is lower than the last time thatit was checked using the independent data, then the previous weights aresubstituted for the new weights and training of the network continues ona different path. Thus, although the independent data is not used totrain the network, it does strongly affect the weights. It is thereforenot really independent. Also, both the training data and the independentdata are created so that all occupancy states are roughly equallyrepresented. As a result, a third set of data is used which isstructured to more closely represent the real world of vehicleoccupancy. This third data set, the “real world” data, is then used toarrive at a figure as to the real accuracy of the system.

The neural network 65 has outputs 65 a, 65 b and 65 c (FIG. 9). Each ofthe outputs 65 a, 65 b and 65 c logic 0 or 1 to a gate circuit oralgorithm 77. Based on the signals from the outputs 65 a, 65 b and 65 c,any combination (100), (010) and (001) is obtained. In another preferredembodiment, all data for the empty seat was removed from the trainingset and the empty seat case was determined based on the output of theweight sensor alone. This simplifies the neural network and improves itsaccuracy.

In this embodiment, the output (001) correspond to a vacant seat, a seatoccupied by an inanimate object or a seat occupied by a pet (VACANT),the output (010) corresponds to a rear facing child seat (RFCS) or anabnormally seated passenger (ASP or OOPA), and the output (100)corresponds to a normally seated passenger (NSP or FFA) or a forwardfacing child seat (FFCS).

The gate circuit (seated-state evaluation circuit) 77 can be implementedby an electronic circuit or by a computer algorithm by those skilled inthe art and the details will not be presented here. The function of thegate circuit 77 is to remove the ambiguity that sometimes results whenultrasonic sensors and seat position sensors alone are used. Thisambiguity is that it is sometimes difficult to differentiate between arear facing child seat (RFCS) and an abnormally seated passenger (ASP),or between a normally seated passenger (NSP) and a forward facing childseat (FFCS). By the addition of one or more weight sensors in thefunction of acting as a switch when the weight is above or below 60lbs., it has been found that this ambiguity can be eliminated. The gatecircuit therefore takes into account the output of the neural networkand also the weight from the weight sensor(s) as being above or below 60lbs. and thereby separates the two cases just described and results infive discrete outputs.

The use of weight data must be heavily filtered since during drivingconditions, especially on rough roads or during an accident, the weightsensors will give highly varying output. The weight sensors, therefore,are of little value during the period of time leading up to andincluding a crash and their influence must be minimized during this timeperiod. One way of doing this is to average the data over a long periodof time such as from 5 seconds to a minute or more.

Thus, the gate circuit 77 fulfills a role of outputting five kinds ofseated-state evaluation signals, based on a combination of three kindsof evaluation signals from the neural network 65 and superimposedinformation from the weight sensor(s). The five seated-state evaluationsignals are input to an airbag deployment determining circuit that ispart of the airbag system and will not be described here. As disclosedin the above-referenced patents and patent applications, the output ofthis system can also be used to activate a variety of lights or alarmsto indicate to the operator of the vehicle the seated state of thepassenger. The system that has been here described for the passengerside is also applicable for the most part for the driver side.

An alternate and preferred method of accomplishing the functionperformed by the gate circuit is to use a modular neural network. Inthis case, the first level neural network is trained on determiningwhether the seat is occupied or vacant. The input to this neural networkconsists of all of the data points described above. Since the onlyfunction of this neural network is to ascertain occupancy, the accuracyof this neural network is very high. If this neural network determinesthat the seat is not vacant, then the second level neural networkdetermines the occupancy state of the seat.

In this embodiment, although the neural network 65 has been employed asan evaluation circuit, the mapping data of the coefficients of acorrelation function may also be implemented or transferred to amicrocomputer to constitute the evaluation circuit (see Step S8 in FIG.18).

According to the seated-state detecting unit of the present invention,the identification of a vacant seat (VACANT), a rear facing child seat(RFCS), a forward facing child seat (FFCS), a normally seated adultpassenger (NSP), an abnormally seated adult passenger (ASP), can bereliably performed. Based on this identification, it is possible tocontrol a component, system or subsystem in the vehicle. For example, aregulation valve which controls the inflation or deflation of an airbagmay be controlled based on the evaluated identification of the occupantof the seat. This regulation valve may be of the digital or analog type.A digital regulation valve is one that is in either of two states, openor closed. The control of the flow is then accomplished by varying thetime that the valve is open and closed, i.e., the duty cycle.

The neural network has been previously trained on a significant numberof occupants of the passenger compartment. The number of such occupantsdepends strongly on whether the driver or the passenger seat is beinganalyzed. The variety of seating states or occupancies of the passengerseat is vastly greater than that of the driver seat. For the driverseat, a typical training set will consist of approximately 100 differentvehicle occupancies. For the passenger seat, this number can exceed1000. These numbers are used for illustration purposes only and willdiffer significantly from vehicle model to vehicle model. Of course manyvectors of data will be taken for each occupancy as the occupant assumesdifferent positions and postures.

The neural network is now used to determine which of the storedoccupancies most closely corresponds to the measured data. The output ofthe neural network can be an index of the setup that was used duringtraining that most closely matches the current measured state. Thisindex can be used to locate stored information from the matched trainedoccupancy. Information that has been stored for the trained occupancytypically includes the locus of the centers of the chest and head of thedriver, as well as the approximate radius of pixels which is associatedwith this center to define the head area, for example. For the case ofFIG. 8A, it is now known from this exercise where the head, chest, andperhaps the eyes and ears, of the driver are most likely to be locatedand also which pixels should be tracked in order to know the preciseposition of the driver's head and chest. What has been described aboveis the identification process for automobile occupancy and is onlyrepresentative of the general process. A similar procedure, althoughusually simpler with fewer steps, is applicable to other vehiclemonitoring cases.

The use of trainable pattern recognition technologies such as neuralnetworks is an important part of the some of the inventions disclosesherein particularly for the automobile occupancy case, although othernon-trained pattern recognition systems such as fuzzy logic,correlation, Kalman filters, and sensor fusion can also be used. Thesetechnologies are implemented using computer programs to analyze thepatterns of examples to determine the differences between differentcategories of objects. These computer programs are derived using a setof representative data collected during the training phase, called thetraining set. After training, the computer programs output a computeralgorithm containing the rules permitting classification of the objectsof interest based on the data obtained after installation in thevehicle. These rules, in the form of an algorithm, are implemented inthe system that is mounted onto the vehicle. The determination of theserules is important to the pattern recognition techniques used in atleast one of the inventions disclosed herein. Artificial neural networksusing back propagation are thus far the most successful of the ruledetermination approaches, however, research is underway to developsystems with many of the advantages of back propagation neural networks,such as learning by training, without the disadvantages, such as theinability to understand the network and the possibility of notconverging to the best solution. In particular, back propagation neuralnetworks will frequently give an unreasonable response when presentedwith data than is not within the training data. It is well known thatneural networks are good at interpolation but poor at extrapolation. Acombined neural network fuzzy logic system, on the other hand, cansubstantially solve this problem. Additionally, there are many otherneural network systems in addition to back propagation. In fact, onetype of neural network may be optimum for identifying the contents ofthe passenger compartment and another for determining the location ofthe object dynamically.

Numerous books and articles, including more that 500 U.S. patents,describe neural networks in great detail and thus the theory andapplication of this technology is well known and will not be repeatedhere. Except in a few isolated situations where neural networks havebeen used to solve particular problems limited to engine control, forexample, they have not previously been applied to automobiles, trucks orother vehicle monitoring situations.

The system generally used in the instant invention, therefore, for thedetermination of the presence of a rear facing child seat, an occupant,or an empty seat is the artificial neural network or a neural-fuzzysystem. In this case, the network operates on the returned signals froma CCD or CMOS array as sensed by transducers 49, 50, 51 and 54 in FIG.8D, for example. For the case of the front passenger seat, for example,through a training session, the system is taught to differentiatebetween the three cases. This is done by conducting a large number ofexperiments where available child seats are placed in numerous positionsand orientations on the front passenger seat of the vehicle.

Once the network is determined, it is possible to examine the result todetermine, from the algorithm created by the neural network software,the rules that were finally arrived at by the trial and error trainingtechnique. In that case, the rules can then be programmed into amicroprocessor. Alternately, a neural computer can be used to implementthe neural network directly. In either case, the implementation can becarried out by those skilled in the art of pattern recognition usingneural networks. If a microprocessor is used, a memory device is alsorequired to store the data from the analog to digital converters whichdigitize the data from the receiving transducers. On the other hand, ifa neural network computer is used, the analog signal can be fed directlyfrom the transducers to the neural network input nodes and anintermediate memory is not required. Memory of some type is needed tostore the computer programs in the case of the microprocessor system andif the neural computer is used for more than one task, a memory isneeded to store the network specific values associated with each task.

A review of the literature on neural networks yields the conclusion thatthe use of such a large training set is unique in the neural networkfield. The rule of thumb for neural networks is that there must be atleast three training cases for each network weight. Thus, for example,if a neural network has 156 input nodes, 10 first hidden layer nodes, 5second hidden layer nodes, and one output node this results in a totalof 1,622 weights. According to conventional theory 5000 trainingexamples should be sufficient. It is highly unexpected, therefore, thatgreater accuracy would be achieved through 100 times that many cases. Itis thus not obvious and cannot be deduced from the neural networkliterature that the accuracy of the system will improve substantially asthe size of the training database increases even to tens of thousands ofcases. It is also not obvious looking at the plots of the vectorsobtained using ultrasonic transducers that increasing the number oftests or the database size will have such a significant effect on thesystem accuracy. Each of the vectors is typically a rather course plotwith a few significant peaks and valleys. Since the spatial resolutionof an ultrasonic system is typically about 2 to 4 inches, it is onceagain surprising that such a large database is required to achievesignificant accuracy improvements.

The back propagation neural network is a very successful general-purposenetwork. However, for some applications, there are other neural networkarchitectures that can perform better. If it has been found, forexample, that a parallel network as described above results in asignificant improvement in the system, then, it is likely that theparticular neural network architecture chosen has not been successful inretrieving all of the information that is present in the data. In such acase, an RCE, Stochastic, Logicon Projection, cellular, support vectormachine or one of the other approximately 30 types of neural networkarchitectures can be tried to see if the results improve. This parallelnetwork test, therefore, is a valuable tool for determining the degreeto which the current neural network is capable of using efficiently theavailable data.

One of the salient features of neural networks is their ability of findpatterns in data regardless of its source. Neural networks work wellwith data from ultrasonic sensors, optical imagers, strain gage andbladder weight sensors, temperature sensors, chemical sensors, radiationsensors, pressure sensors, electric field sensors, capacitance basedsensors, any other wave sensors including the entire electromagneticspectrum, etc. If data from any sensors can be digitized and fed into aneural network generating program and if there is information in thepattern of the data then neural networks can be a viable method ofidentifying those patterns and correlating them with a desired outputfunction. Note that although the inventions disclosed herein preferablyuse neural networks and combination neural networks to be describednext, these inventions are not limited to this form or method of patternrecognition. The major breakthrough in occupant sensing came with therecognition by the current assignee that ordinary analysis usingmathematical equations where the researcher looks at the data andattempts, based on the principles of statistics, engineering or physics,to derive the relevant relationships between the data and the categoryand location of an occupying item, is not the proper approach and thatpattern recognition technologies should be used. This is believed to bethe first use of such pattern recognition technologies in the automobilesafety and monitoring fields with the exception that neural networkshave been used by the current assignee and others as the basis of acrash sensor algorithm and by certain automobile manufacturers forengine control. Note for many monitoring situations in truck trailers,cargo containers and railroad cars where questions such as “is thereanything in the vehicle?” are asked, neural networks may not always berequired.

10.2 Combination Neural Networks

The technique that was described above for the determination of thelocation of an occupant during panic or braking pre-crash situationsinvolved the use of a modular neural network. In that case, one neuralnetwork was used to determine the occupancy state of the vehicle and oneor more neural networks were used to determine the location of theoccupant within the vehicle. The method of designing a system utilizingmultiple neural networks is a key teaching of the present invention.When this idea is generalized, many potential combinations of multipleneural network architectures become possible. Some of these will now bediscussed.

One of the earliest attempts to use multiple neural networks was tocombine different networks trained differently but on substantially thesame data under the theory that the errors which affect the accuracy ofone network would be independent of the errors which affect the accuracyof another network. For example, for a system containing four ultrasonictransducers, four neural networks could be trained each using adifferent subset of the data from the four transducers. Thus, if thetransducers are arbitrarily labeled A, B, C and D, the first neuralnetwork would be trained on data from A, B and C. The second neuralnetwork would be trained on data from B, C, and D etc. This techniquehas not met with a significant success since it is an attempt to maskerrors in the data rather than to eliminate them. Nevertheless, such asystem does perform marginally better in some situations compared to asingle network using data from all four transducers. The penalty forusing such a system is that the computational time is increased byapproximately a factor of three. This significantly affects the cost ofthe system installed in a vehicle.

An alternate method of obtaining some of the advantages of the parallelneural network architecture described above, is to form a single neuralnetwork but where the nodes of one or more of the hidden layers are notall connected to all of the input nodes. Alternately, if the secondhidden layer is chosen, all of the notes from the previous hidden layerare not connected to all of the nodes of the subsequent layer. Thealternate groups of hidden layer nodes can then be fed to differentoutput notes and the results of the output nodes combined, eitherthrough a neural network training process into a single decision or avoting process. This latter approach retains most of the advantages ofthe parallel neural network while substantially reducing thecomputational complexity.

The fundamental problem with parallel networks is that they focus onachieving reliability or accuracy by redundancy rather than by improvingthe neural network architecture itself or the quality of the data beingused. They also increase the cost of the final vehicle installedsystems. Alternately, modular neural networks improve the accuracy ofthe system by dividing up the tasks. For example, if a system is to bedesigned to determine the type of tree or the type of animal in aparticular scene, the modular approach would be to first determinewhether the object of interest is an animal or a tree and then useseparate neural networks to determine the type of tree and the type ofanimal. When a human looks at a tree, he is not asking himself “is thata tiger or a monkey?”. Modular neural network systems are efficientsince once the categorization decision is made, e.g., the seat isoccupied by forward facing human, the location of that object can bedetermined more accurately and without requiring increased computationalresources.

Another example where modular neural networks have proven valuable is toprovide a means for separating “normal cases” from “special cases”. Ithas been found that in some cases, the vast majority of the data fallsinto what might be termed “normal” cases that are easily identified witha neural network. The balance of the cases cause the neural networkconsiderable difficulty, however, there are identifiable characteristicsof the special cases that permits them to be separated from the normalcases and dealt with separately. Various types of human intelligencerules can be used, in addition to a neural network, to perform thisseparation including fuzzy logic, statistical filtering using theaverage class vector of normal cases, the vector standard deviation, andthreshold where a fuzzy logic network is used to determine chance of avector belonging to a certain class. If the chance is below a threshold,the standard neural network is used and if above the threshold, thespecial one is used.

Mean-Variance calculations, Fuzzy Logic, Stochastic, and GeneticAlgorithm networks, and combinations thereof such as Neuro-Fuzzy systemsare other technologies considered in designing an appropriate system.During the process of designing a system to be adapted to a particularvehicle, many different neural networks and other pattern recognitionarchitectures are considered including those mentioned above. Theparticular choice of architecture is frequently determined on a trialand error basis by the system designer in many cases using thecombination neural network CAD software from International ScientificResearch Inc. (ISR). Although the parallel architecture system describedabove has not proven to be in general beneficial, one version of thisarchitecture has shown some promise. It is known that when training aneural network, that as the training process proceeds, the accuracy ofthe decision process improves for the training and independentdatabases. It is also known that the ability of the network togeneralize suffers. That is, when the network is presented with a systemwhich is similar to some case in the database but still with somesignificant differences, the network may make the proper decision in theearly stages of training, but the wrong decisions after the network hasbecome fully trained. This is sometimes called the young network vs. oldnetwork dilemma. In some cases, therefore, using an old network inparallel with a young network can retain some of the advantages of bothnetworks, that is, the high accuracy of the old network coupled with thegreater generality of the young network. Once again, the choice of anyof these particular techniques is part of the process of designing asystem to be adapted to a particular vehicle and is a prime subject ofat least one of the inventions disclosed herein. The particularcombination of tools used depends on the particular application and theexperience of the system designer.

It has been found that the accuracy of the neural network patternrecognition system can be substantially enhanced if the problem isbroken up into several problems. Thus, for example, rather than decidingthat the airbag should be deployed or not using a single neural networkand inputting all of the available data, the accuracy is improved it isfirst decided whether the data is good, then whether the seat is emptyor occupied and then whether it is occupied by an adult or a child.Finally, if the decisions say that there is a forward facing adultoccupying the seat, then the final level of neural network determinesthe location of the adult. Once the location is determined, a non-neuralnetwork algorithm can determine whether to enable deployment of therestraint system. The process of using multiple layers of neuralnetworks is called modular neural networks and when other features areadded, it is called combination neural networks.

Examples of combination neural networks are found in U.S. patentapplication Ser. No. 10/931,288 and are incorporated by referenceherein.

10.3 Interpretation of Other Occupant States

Once a vehicle interior monitoring system employing a sophisticatedpattern recognition system, such as a neural network or modular neuralnetwork, is in place, it is possible to monitor the motions of thedriver over time and determine if he is falling asleep or has otherwisebecome incapacitated. In such an event, the vehicle can be caused torespond in a number of different ways. One such system is illustrated inFIG. 6 and consists of a monitoring system having transducers 8 and 9plus microprocessor 20 programmed to compare the motions of the driverover time and trained to recognize changes in behavior representative ofbecoming incapacitated e.g., the eyes blinking erratically and remainingclosed for ever longer periods of time. If the system determines thatthere is a reasonable probability that the driver has fallen asleep, forexample, then it can turn on a warning light shown here as 41 or send awarning sound. If the driver fails to respond to the warning by pushinga button 43, for example, then the horn and lights can be operated in amanner to warn other vehicles and the vehicle brought to a stop. Onenovel approach, not shown, would be to use the horn as the button 43.For a momentary depression of the horn, for this case, the horn wouldnot sound. Other responses can also be programmed and other tests ofdriver attentiveness can be used, without resorting to attempting tomonitor the motions of the driver's eyes that would signify that thedriver was alert. These other responses can include an input to thesteering wheel, motion of the head, blinking or other motion of the eyesetc. In fact, by testing a large representative sample of the populationof drivers, the range of alert responses to the warning light and/orsound can be compared to the lack of response of a sleeping driver andthereby the state of attentiveness determined.

An even more sophisticated system of monitoring the behavior of thedriver is to track his eye motions using such techniques as aredescribed in: Freidman et al., U.S. Pat. No. 4,648,052 “Eye TrackerCommunication System”; Heyner et al., U.S. Pat. No. 4,720,189 “EyePosition Sensor”; Hutchinson, U.S. Pat. No. 4,836,670 “Eye MovementDetector”; and Hutchinson, U.S. Pat. No. 4,950,069 “Eye MovementDetector With Improved Calibration and Speed” as well as U.S. Pat. No.5,008,946 and U.S. Pat. No. 5,305,012 referenced above. The detection ofthe impaired driver in particular can be best determined by thesetechniques. These systems use pattern recognition techniques plus, inmany cases, the transmitter and CCD receivers must be appropriatelylocated so that the reflection off of the cornea of the driver's eyescan be detected as discussed in the above-referenced patents. The sizeof the CCD arrays used herein permits their location, sometimes inconjunction with a reflective windshield, where this corneal reflectioncan be detected with some difficulty. Sunglasses or other items caninterfere with this process.

In a similar manner as described in these patents, the motion of thedriver's eyes can be used to control various systems in the vehiclepermitting hands off control of the entertainment system, heating andair conditioning system or all of the other systems described above.Although some of these systems have been described in theafore-mentioned patents, none have made use of neural networks forinterpreting the eye movements. The use of particular IR wavelengthspermits the monitoring of the driver's eyes without the driver knowingthat this is occurring. IR with a wave length above about 1.1 microns,however, is blocked by glass eyeglasses and thus other invisiblefrequencies may be required.

The use of the windshield as a reflector is particularly useful whenmonitoring the eyes of the driver by means of a camera mounted on therear view mirror assembly. The reflections from the cornea are highlydirectional, as every driver knows whose lights have reflected off theeyes of an animal on the roadway. For this to be effective, the eyes ofthe driver must be looking at the radiation source. Since the driver ispresumably looking through the windshield, the source of the radiationmust also come from the windshield and the reflections from the driver'seyes must also be in the direction of the windshield. Using thistechnique, the time that the driver spends looking through thewindshield can be monitored and if that time drops below some thresholdvalue, it can be presumed that the driver is not attentive and may besleeping or otherwise incapacitated.

The location of the eyes of the driver, for this application, is greatlyfacilitated by the teachings of the inventions as described above.Although others have suggested the use of eye motions and cornealreflections for drowsiness determination, up until now there has notbeen a practical method for locating the driver's eyes with sufficientprecision and reliability as to render this technique practical. Also,although sunglasses might defeat such a system, most drowsiness causedaccidents happen at night when it is less likely that sunglasses areworn.

10.4 Combining Occupant Monitoring and Car Monitoring

There is an inertial measurement unit (IMU) under development by thecurrent assignee that will have the equivalent accuracy as an expensivemilitary IMU but will sell for under $200 in sufficient volume. This IMUcan contain three accelerometers and three gyroscopes and permit a veryaccurate tracking of the motion of the vehicle in three dimensions. Themain purposes of this device will be replace all non-crush zone crashand rollover sensors, chassis control gyros etc. with a single devicethat will be up to 100 times more accurate. Another key application willbe in vehicle guidance systems and it will eventually form the basis ofa system that will know exactly where the vehicle is on the face of theearth within a few centimeters.

An additional use will be to monitor the motion of the vehicle incomparison with that of an occupant. From this, several facts can begained. First, if the occupant moves in such a manner that is not causedby the motion of the vehicle, then the occupant must be alive.Conversely, if the driver motion is only caused by the vehicle, thenperhaps he or she is asleep or otherwise incapacitated. A given driverwill usually have a characteristic manner of operating the steeringwheel to compensate for drift on the road. If this manner changes, thenagain, the occupant may be falling asleep. If the motion of the occupantseems to be restrained relative to what a free body would do, then therewould be an indication that the seatbelt is in use, and if not, that theseatbelt is not in use or that it is too slack and needs to be retractedsomewhat.

10.5 Continuous Tracking

Previously, the output of the pattern recognition system, the neuralnetwork or combined neural network, has been the zone that the occupantis occupying. This is a somewhat difficult task for the neural networksince it calls for a discontinuous output for a continuous input. If theoccupant is in the safe seating zone, then the output may be 0, forexample and 1 if he moves into the at-risk zone. Thus, for a smallmotion there is a big change in output. On the other hand, as long asthe occupant remains in the safe seating zone, he or she can movesubstantially with no change in output. A better method is to have asthe output the position of the occupant from the airbag, for example,which is a continuous function and easier for the neural network tohandle. This also provides for a meaningful output that permits, forexample, the projection or extrapolation of the occupant's positionforward in time and thus a prediction as to when he or she will enteranother zone. This training of a neural network using a continuousposition function is an important teaching of at least one of theinventions disclosed herein.

To do continuous tracking, however, the neural network must be trainedon data that states the occupant location rather than the zone that heor she is occupying. This requires that this data be measured by adifferent system than is being used to monitor the occupant. Variouselectromagnetic systems have been tried but they tend to get foiled bythe presence of metal in the interior passenger compartment. Ultrasonicsystems have provided such information as have various optical systems.Tracking with a stereo camera arrangement using black light forillumination, for example is one technique. The occupant can even beilluminated with a UV point of light to make displacement easier tomeasure.

In addition, when multiple cameras are used in the final system, aseparate tracking system may not be required. The normalization processconducted above, for example, created a displacement value for each ofthe CCD or CMOS arrays in the assemblies 49, 50, 52, 52, and 54, (FIG.8A) or a subset thereof, which can now be used in reverse to find theprecise location of the driver's head or chest, for example, relative tothe known location of the airbag. From the vehicle geometry, and thehead and chest location information, a choice can now be made as towhether to track the head or chest for dynamic out-of-position analysis.

Tracking of the motion of the occupant's head or chest can be done usinga variety of techniques. One preferred technique is to use differentialmotion, that is, by subtracting the current image from the previousimage to determine which pixels have changed in value and by looking atthe leading edge of the changed pixels and the width of the changedpixel field, a measurement of the movement of the pixels of interest,and thus the driver, can be readily accomplished. Alternately, acorrelation function can be derived which correlates the pixels in theknown initial position of the head, for example, with pixels that werederived from the latest image. The displacement of the center of thecorrelation pixels would represent the motion of the head of theoccupant. Naturally, a wide variety of other techniques will now beobvious to those skilled in the art.

In a method disclosed above for tracking motion of a vehicularoccupant's head or chest in accordance with the inventions,electromagnetic waves are transmitted toward the occupant from at leastone location, a first image of the interior of the passenger compartmentis obtained from each location, the first image being represented by amatrix of pixels, and electromagnetic waves are transmitted toward theoccupant from the same location(s) at a subsequent time and anadditional image of the interior of the passenger compartment isobtained from each location, the additional image being represented by amatrix of pixels. The additional image is subtracted from the firstimage to determine which pixels have changed in value. A leading edge ofthe changed pixels and a width of a field of the changed pixels isdetermined to thereby determine movement of the occupant from the timebetween which the first and additional images were taken. The firstimage is replaced by the additional image and the steps of obtaining anadditional image and subtracting the additional image from the firstimage are repeated such that progressive motion of the occupant isattained.

Other methods of continuous tracking include placing an ultrasonictransducer in the seatback and also on the airbag, each providing ameasure of the displacement of the occupant. Knowledge of vehiclegeometry is required here, such as the position of the seat. Thethickness of the occupant can then be calculated and two measures ofposition are available. Other ranging systems such as optical rangemeters and stereo or distance by focusing cameras could be used in placeof the ultrasonic sensors. Another system involves the placement on theoccupant of a resonator or reflector such as a radar reflector,resonating antenna, or an RFID or SAW tag. In several of these cases,two receivers and triangulation based on the time of arrival of thereturned pulses may be required.

Tracking can also be done during data collection using the same or adifferent system comprising structured light. If a separate trackingsystem is used, the structured light can be projected onto the object attime intervals in-between the taking of data with the main system. Inthis manner, the tracking system would not interfere with the imagebeing recorded by the primary system. All of the methods of obtainingthree-dimensional information described above can be implemented in aseparate tracking system.

10.6 Preprocessing

Another important feature of a system, developed in accordance with theteachings of at least one of the inventions disclosed herein, is therealization that motion of the vehicle can be used in a novel manner tosubstantially increase the accuracy of the system. Ultrasonic wavesreflect on most objects as light off a mirror. This is due to therelatively long wavelength of ultrasound as compared with light. As aresult, certain reflections can overwhelm the receiver and reduce theavailable information. When readings are taken while the occupant and/orthe vehicle is in motion, and these readings averaged over severaltransmission/reception cycles, the motion of the occupant and vehiclecauses various surfaces to change their angular orientation slightly butenough to change the reflective pattern and reduce this mirror effect.The net effect is that the average of several cycles gives a muchclearer image of the reflecting object than is obtainable from a singlecycle. This then provides a better image to the neural network andsignificantly improves the identification accuracy of the system. Thechoice of the number of cycles to be averaged depends on the systemrequirements. For example, if dynamic out-of-position is required, theneach vector must be used alone and averaging in the simple sense cannotbe used. This will be discussed more detail below. Similar techniquescan be used for other transducer technologies. Averaging, for example,can be used to minimize the effects of flickering light in camera-basedsystems.

Only rarely is unprocessed or raw data that is received from the A to Dconverters fed directly into the pattern recognition system. Instead, itis preprocessed to extract features, normalize, eliminate bad data,remove noise and elements that have no informational value etc.

For example, for military target recognition is common to use theFourier transform of the data rather than the data itself. This can beespecially valuable for categorization as opposed to location of theoccupant and the vehicle. When used with a modular network, for example,the Fourier transform of the data may be used for the categorizationneural network and the non-transformed data used for the positiondetermination neural network. Recently wavelet transforms have also beenconsidered as a preprocessor.

Above, under the subject of dynamic out-of-position, it was discussedthat the position of the occupant can be used as a preprocessing filterto determine the quality of the data in a particular vector. Thistechnique can also be used in general as a method to improve the qualityof a vector of data based on the previous positions of the occupant.This technique can also be expanded to help differentiate live objectsin the vehicle from inanimate objects. For example, a forward facinghuman will change his position frequently during the travel of thevehicle whereas a box will tend to show considerably less motion. Thisis also useful, for example, in differentiating a small human from anempty seat. The motion of a seat containing a small human will besignificantly different from that of an empty seat even though theparticular vector may not show significant differences. That is, avector formed from the differences from two successive vectors isindicative of motion and thus of a live occupant.

Preprocessing can also be used to prune input data points. If eachreceiving array of assemblies, 49, 50, 51, and 54 for example (FIG. 8A),contains a matrix of 100 by 100 pixels, then 40,000 (4×100×100) pixelsor data elements of information will be created each time the systeminterrogates the driver seat, for example. There are many pixels of eachimage that can be eliminated as containing no useful information. Thistypically includes the corner pixels, back of the seat and other areaswhere an occupant cannot reside. This pixel pruning can typically reducethe number of pixels by up to 50 percent resulting in approximately20,000 remaining pixels. The output from each array is then comparedwith a series of stored arrays representing different unoccupiedpositions of the seat, seatback, steering wheel etc. For each array,each of the stored arrays is subtracted from the acquired array and theresults analyzed to determine which subtraction resulted in the bestmatch. The best match is determined by such things as the total numberof pixels reduced below the threshold level, or the minimum number ofremaining detached pixels, etc. Once this operation is completed for allfour images, the position of the movable elements within the passengercompartment has been determined. This includes the steering wheel angle,telescoping position, seatback angle, headrest position, and seatposition. This information can be used elsewhere by other vehiclesystems to eliminate sensors that are currently being used to sense suchpositions of these components. Alternately, the sensors that arecurrently on the vehicle for sensing these component positions can beused to simplify processes described above. Each receiving array mayalso be a 256×256 CMOS pixel array as described in the paper by C.Sodini et al. referenced above greatly increasing the need for anefficient pruning process.

An alternate technique of differentiating between the occupant and thevehicle is to use motion. If the images of the passenger seat arecompared over time, reflections from fixed objects will remain staticwhereas reflections from vehicle occupants will move. This movement canbe used to differentiate the occupant from the background.

Following the subtraction process described above, each image nowconsists of typically as many as 50 percent fewer pixels leaving a totalof approximately 10,000 pixels remaining, for the 4 array 100×100 pixelcase. The resolution of the images in each array can now be reduced bycombining adjacent pixels and averaging the pixel values. This resultsin a reduction to a total pixel count of approximately 1000. Thematrices of information that contains the pixel values is now normalizedto place the information in a location in the matrix which isindependent of the seat position. The resulting normalized matrix of1000 pixel values can now be used as input into an artificial neuralnetwork and represents the occupancy of the seat independent of theposition of the occupant. This is a brut force method and better methodsbased on edge detection and feature extraction can greatly simplify thisprocess as discussed below.

There are many mathematical techniques that can be applied to simplifythe above process. One technique used in military pattern recognition,as mentioned above, uses the Fourier transform of particular areas in animage to match with known Fourier transforms of known images. In thismanner, the identification and location can be determinedsimultaneously. There is even a technique used for target identificationwhereby the Fourier transforms are compared optically as mentionedelsewhere herein. Other techniques utilize thresholding to limit thepixels that will be analyzed by any of these processes. Other techniquessearch for particular features and extract those features andconcentrate merely on the location of certain of these features. (Seefor example the Kage et al. artificial retina publication referencedabove.)

Generally, however as mentioned, the pixel values are not directly fedinto a pattern recognition system but rather the image is preprocessedthrough a variety of feature extraction techniques such as an edgedetection algorithm. Once the edges are determined, a vector is createdcontaining the location of the edges and their orientation and thatvector is fed into the neural network, for example, which performs thepattern recognition.

Another preprocessing technique that improves accuracy is to remove thefixed parts of the image, such as the seatback, leaving only theoccupying object. This can be done many ways such as by subtracting onemage form another after the occupant has moved, as discussed above.Another is to eliminate pixels related to fixed parts of the imagethrough knowledge of what pixels to removed based on seat position andprevious empty seat analysis. Other techniques are also possible. Oncethe occupant has been isolated then those pixels remaining can be placedin a particular position in the neural network vector. This is akin tothe fact that a human, for example, will always move his or her eyes soas to place the object under observation into the center of the field ofview, which is a small percent of the total field of view. In thismanner the same limited number in pixels always observe the image of theoccupying item thereby removing a significant variable and greatlyimproving system accuracy. The position of the occupant than can bedetermined by the displacement required to put the image into theappropriate part of the vector.

10.7 Post Processing

Once the pattern recognition system has been applied to the preprocesseddata, one or more decisions are available as output. The output from thepattern recognition system is usually based on a snapshot of the outputof the various transducers unless a combination neural network withfeedback was used. Thus, it represents one epoch or time period. Theaccuracy of such a decision can usually be substantially improved ifprevious decisions from the pattern recognition system are alsoconsidered. In the simplest form, which is typically used for theoccupancy identification stage, the results of many decisions areaveraged together and the resulting averaged decision is chosen as thecorrect decision. Once again, however, the situation is quite differentfor dynamic out-of-position occupants. The position of the occupant mustbe known at that particular epoch and cannot be averaged with hisprevious position. On the other hand, there is information in theprevious positions that can be used to improve the accuracy of thecurrent decision. For example, if the new decision says that theoccupant has moved six inches since the previous decision, and, fromphysics, it is known that this could not possibly take place, then abetter estimate of the current occupant position can be made byextrapolating from earlier positions. Alternately, an occupancy positionversus time curve can be fitted using a variety of techniques such asthe least squares regression method, to the data from previous 10epochs, for example. This same type of analysis could also be applied tothe vector itself rather than to the final decision thereby correctingthe data prior to entry into the pattern recognition system. Analternate method is to train a module of a modular neural network topredict the position of the occupant based on feedback from previousresults of the module.

Summarizing, when an occupant is sitting in the vehicle during normalvehicle operation, the determination of the occupancy state can besubstantially improved by using successive observations over a period oftime. This can either be accomplished by averaging the data prior toinsertion into a neural network, or alternately the decision of theneural network can be averaged. This is known as the categorizationphase of the process. During categorization, the occupancy state of thevehicle is determined. Is the vehicle occupied by the forward facinghuman, an empty seat, a rear facing child seat, or an out-of-positionhuman? Typically many seconds of data can be accumulated to make thecategorization decision. For non-automotive vehicles this categorizationprocess may be the only process that is required. Is the containeroccupied or is it empty? If occupied is there a human or other life formpresent? Is there a hazardous chemical or a source of radioactivitypresent etc.?

When a driver senses an impending crash, he or she will typically slamon the brakes to try to slow vehicle prior to impact. If an occupant,particularly the passenger, is unbelted, he or she will begin movingtoward the airbag during this panic braking. For the purposes ofdetermining the position of the occupant, there is not sufficient timeto average data as in the case of categorization. One method is todetermine the location of the occupant using the neural network based onprevious training. The motion of the occupant can then be compared to amaximum likelihood position based on the position estimate of theoccupant at previous vectors. Thus, for example, perhaps the existenceof thermal gradients in the vehicle caused an error in the currentvector leading to a calculation that the occupant has moved 12 inchessince the previous vector. Since this could be a physically impossiblemove during ten milliseconds, the measured position of the occupant canbe corrected based on his previous positions and known velocity.Naturally, if an accelerometer is present in the vehicle and if theacceleration data is available for this calculation, a much higheraccuracy prediction can be made. Thus, there is information in the datain previous vectors as well as in the positions of the occupantdetermined from the latest data that can be used to correct erroneousdata in the current vector and, therefore, in a manner not toodissimilar from the averaging method for categorization, the positionaccuracy of the occupant can be known with higher accuracy.

Post processing can use a comparison of the results at each timeinterval along with a test of reasonableness to remove erroneousresults. Also averaging through a variety of techniques can improve thestability of the output results. Thus the output of a combination neuralnetwork is not necessarily the final decision of the system.

One principal used in a preferred implementation of at least oneinvention herein is to use images of different views of the occupant tocorrelate with known images that were used to train a neural network forvehicle occupancy. Then carefully measured positions of the known imagesare used to locate particular parts of the occupant such as his or herhead, chest, eyes, ears, mouth, etc. An alternate approach is to make athree-dimensional map of the occupant and to precisely locate thesefeatures using neural networks, sensor fusion, fuzzy logic or otherpattern recognition techniques. One method of obtaining athree-dimensional map is to utilize a scanning laser radar system wherethe laser is operated in a pulse mode and the distance from the objectbeing illuminated is determined using range gating in a manner similarto that described in various patents on micropower impulse radar toMcEwan. (See, for example, U.S. Pat. No. 5,457,394 and U.S. Pat. No.5,521,600) Naturally, many other methods of obtaining a 3Drepresentation can be used as discussed in detail above. This postprocessing step allows the determination of occupant parts from theimage once the object is classified as an occupant.

Many other post processing techniques are available as discussedelsewhere herein.

10.8 An Example of Image Processing

As an example of the above concepts, a description of a single imageroptical occupant classification system is provided in the '501application with reference to FIGS. 41-60 and incorporated by referenceherein.

11. Optical Correlators

A great deal of effort has been ongoing to develop fast optical patternrecognition systems to allow military vehicles such as helicopters tolocate all of the enemy vehicles in a field of view. Some of the systemsthat have been developed are called optical correlation systems and havethe property that the identification and categorization of variousobjects in the field of view happens very rapidly. A helicopter, forexample coming onto a scene with multiple tanks and personnel carriersin a wide variety of poses and somewhat camouflaged can locate, identifyand count all such vehicles in a fraction of a second. The cost of thesesystems has been prohibitively expensive for their use in automobilesfor occupant tracking or for collision avoidance but this is changing.

Theoretically system performance is simple. The advantage of opticalcorrelation approach is that correlation function is calculated almostinstantly, much faster that with microprocessors and neural networks,for example. In simplest case, one looks for correlation of an inputimage with reference samples. The sample which has the largestcorrelation peak is assumed as a match. In practice, the system is basedon a training set of reference samples. Special filters are constructedfor correlation with input image. Filters are used in order to reducenumber of correlations to calculate. The output of the filters, theresult of the correlation, is frequently a set of features. Finally thefeatures are fed into a classifier for decision making. This classifiercan use Neural Networks.

The main bottleneck of optical correlators is large number of filters,or reference image samples, that are required. For example, if it isrequirement to detect 10 different types of objects at differentorientation, scale and illumination conditions, every modificationfactor enlarges number of filters for feature selection or correlationby factor of approximately 10. So, in a real system one may have toinput 10,000 filters or reference images. Most correlators are able tofind correlation of an input image with about of 5-20 filters duringsingle correlation cycle. In other words the reference image contains5-20 filters. Therefore during decision making cycle one needs to feedinto correlator and find correlation with approximately 1000 filters.

If the problem is broken down, as was done with modular neural networks,then the classification stage may take on the order of a second whilethe tracking stage can be done perhaps in a millisecond.

U.S. Pat. No. 5,473,466 and U.S. Pat. No. 5,051,738 describe a miniaturehigh resolution display system for use with heads up displays forinstallation into the helmets of fighter pilots. This system, which isbased on a thin garnet crystal, requires very little power and maintainsa particular display until display is changed. Thus, for example, ifthere is a loss of power the display will retain the image that was lastdisplayed. This technology has the capability of producing a very smallheads up display unit as will be described more detail below. Thistechnology has also been used as a spatial light monitor for patternrecognition based on optical correlation. Although this technology hasbeen applied to military helicopters, it has previously not been usedfor occupant sensing, collision avoidance, anticipatory sensing, blindspot monitoring or any other ground vehicle application.

Although the invention described herein is not limited to a particularspatial light monitor (SLM) technology, the preferred or best modetechnology is to use the garnet crystal system described U.S. Pat. No.5,473,466. Although the system has never been applied to automobiles, ithas significant advantages over other systems particularly in theresolution and optical intensity areas. The resolution of the garnetcrystals as manufactured by Revtek is approximately 600 by 600 pixels.The size of the crystal is typically 1 cm square.

Basically, the optical correlation pattern recognition system works asfollows. Stored in a computer are many Fourier transforms of images ofobjects that the system should identify. For collision avoidance, theseinclude cars, trucks, deer or other animals, pedestrians, motorcycles,bicycles, or any other objects that could occur on a roadway. For aninterior monitoring, these objects could include faces (particularlyones that are authorized to operate the vehicle), eyes, ears, childseats, children, adults of all sizes etc. The image from the scene thatis captured by the lens is fed through a diffraction grating thatoptically creates the Fourier transform of the scene and projects itthrough SLM such as the garnet crystal of the '466 patent. The SLM issimultaneously fed and displays the Fourier stored transforms and acamera looks at the light that comes through the SLM. If there is amatch then the camera sees a spike that locates the matching objects inthe scene, there can be many such objects, all are found. The mainadvantage of this system over neural network pattern recognition systemsis speed since it is all done optically and in parallel.

For collision avoidance, for example, many vehicles can be easilyclassified and tracked. For occupant sensing, the occupant's eyes can betracked even if he is rapidly moving his head and the occupant herselfcan be tracked during a crash.

12. Other Products, Outputs, Features

Once the occupancy state of the seat (or seats) in the vehicle or of thevehicle itself, as in a cargo container, truck trailer or railroad car,is known, this information can be used to control or affect theoperation of a significant number of vehicular systems, components anddevices. That is, the systems, components and devices in the vehicle canbe controlled and perhaps their operation optimized in consideration ofthe occupancy of the seat(s) in the vehicle or of the vehicle itself.Thus, the vehicle includes a control unit coupled to the processor forcontrolling a component or device in the vehicle in consideration of theoutput indicative of the current occupancy state of the seat obtainedfrom the processor. The component or device can be an airbag systemincluding at least one deployable airbag whereby the deployment of theairbag is suppressed, for example, if the seat is occupied by arear-facing child seat, or otherwise the parameters of the deploymentare controlled. Thus, the seated-state detecting unit described abovemay be used in a component adjustment system and method described belowwhen the presence of a human being occupying the seat is detected. Thecomponent can also be a telematics system such as the Skybitz or OnStarsystems where information about the occupancy state of the vehicle, orchanges in that state, can be sent to a remote site.

The component adjustment system and methods in accordance with theinvention can automatically and passively adjust the component based onthe morphology of the occupant of the seat. As noted above, theadjustment system may include the seated-state detecting unit describedabove so that it will be activated if the seated-state detecting unitdetects that an adult or child occupant is seated on the seat, that is,the adjustment system will not operate if the seat is occupied by achild seat, pet or inanimate objects. Obviously, the same system can beused for any seat in the vehicle including the driver seat and thepassenger seat(s). This adjustment system may incorporate the samecomponents as the seated-state detecting unit described above, that is,the same components may constitute a part of both the seated-statedetecting unit and the adjustment system, for example, the weightmeasuring system.

The adjustment system described herein, although improved over the priorart, will at best be approximate since two people, even if they areidentical in all other respects, may have a different preferred drivingposition or other preferred adjusted component location or orientation.A system that automatically adjusts the component, therefore, shouldlearn from its errors. Thus, when a new occupant sits in the vehicle,for example, the system automatically estimates the best location of thecomponent for that occupant and moves the component to that location,assuming it is not already at the best location. If the occupant changesthe location, the system should remember that change and incorporate itinto the adjustment the next time that person enters the vehicle and isseated in the same seat. Therefore, the system need not make a perfectselection the first time but it should remember the person and theposition the component was in for that person. The system, therefore,makes one, two or three measurements of morphological characteristics ofthe occupant and then adjusts the component based on an algorithm. Theoccupant will correct the adjustment and the next time that the systemmeasures the same measurements for those measurement characteristics, itwill set the component to the corrected position. As such, preferredcomponents for which the system in accordance with the invention is mostuseful are those which affect a driver of the vehicle and relate to thesensory abilities of the driver, i.e., the mirrors, the seat, thesteering wheel and steering column and accelerator, clutch and brakepedals.

Thus, although the above description mentions that the airbag system canbe controlled by the control circuitry 20 (FIG. 1), any vehicularsystem, component or subsystem can be controlled based on theinformation or data obtained by transmitter and/or receiver assemblies6, 8, 9 and 10. Control circuitry 20 can be programmed or trained, iffor example a neural network used, to control heating anair-conditioning systems based on the presence of occupants in certainpositions so as to optimize the climate control in the vehicle. Theentertainment system can also be controlled to provide sound only tolocations at which occupants are situated. There is no limit to thenumber and type of vehicular systems, components and subsystems that canbe controlled using the analysis techniques described herein.

Furthermore, if multiple vehicular systems are to be controlled bycontrol circuitry 20, then these systems can be controlled by thecontrol circuitry 20 based on the status of particular components of thevehicle. For example, an indication of whether a key is in the ignitioncan be used to direct the control circuitry 20 to either control anairbag system (when the key is present in the ignition) or an antitheftsystem (when the key is not present in the ignition). Control circuitry20 would thus be responsive to the status of the ignition of the motorvehicle to perform one of a plurality of different functions. Moreparticularly, the pattern recognition algorithm, such as the neuralnetwork described herein, could itself be designed to perform in adifferent way depending on the status of a vehicular component such asthe detected presence of a key in the ignition. It could provide oneoutput to control an antitheft system when a key is not present andanother output when a key is present using the same inputs from thetransmitter and/or receiver assemblies 6, 8, 9 and 10.

The algorithm in control circuitry 20 can also be designed to determinethe location of the occupant's eyes either directly or indirectlythrough a determination of the location of the occupant and anestimation of the position of the eyes therefrom. As such, the positionof the rear view mirror 55 can be adjusted to optimize the driver's usethereof.

Once a characteristic of the object is obtained, it can be used fornumerous purposes. For example, the processor can be programmed tocontrol a reactive component, system or subsystem 103 in FIG. 24 basedon the determined characteristic of the object. When the reactivecomponent is an airbag assembly including one or more airbags, theprocessor can control one or more deployment parameters of theairbag(s).

The apparatus can operate in a manner as illustrated in FIG. 31 whereinas a first step 335, one or more images of the environment are obtained.One or more characteristics of objects in the images are determined at336, using, for example, pattern recognition techniques, and then one ormore components are controlled at 337 based on the determinedcharacteristics. The process of obtaining and processing the images, orthe processing of data derived from the images or data representative ofthe images, is periodically continued at least throughout the operationof the vehicle.

12.1 Control of Passive Restraints

The use of the vehicle interior monitoring system to control thedeployment of an airbag is discussed in detail in U.S. Pat. No.5,653,462 referenced above. In that case, the control is based on theuse of a pattern recognition system, such as a neural network, todifferentiate between the occupant and his extremities in order toprovide an accurate determination of the position of the occupantrelative to the airbag. If the occupant is sufficiently close to theairbag module that he is more likely to be injured by the deploymentitself than by the accident, the deployment of the airbag is suppressed.This process is carried further by the interior monitoring systemdescribed herein in that the nature or identity of the object occupyingthe vehicle seat is used to contribute to the airbag deploymentdecision. FIG. 4 shows a side view illustrating schematically theinterface between the vehicle interior monitoring system of at least oneof the inventions disclosed herein and the vehicle airbag system 44. Asimilar system can be provided for the passenger as described in U.S.patent application Ser. No. 10/151,615 filed May 20, 2002.

In this embodiment, ultrasonic transducers 8 and 9 transmit bursts ofultrasonic waves that travel to the occupant where they are reflectedback to transducers or receptors/receivers 8 and 9. The time periodrequired for the waves to travel from the generator and return is usedto determine the distance from the occupant to the airbag as describedin the aforementioned U.S. Pat. No. 5,653,462, i.e., and thus may alsobe used to determine the position or location of the occupant. Anoptical imager based system would also be appropriate. In the invention,however, the portion of the return signal that represents the occupants'head or chest, has been determined based on pattern recognitiontechniques such as a neural network. The relative velocity of theoccupant toward the airbag can then be determined, by Doppler principlesor from successive position measurements, which permits a sufficientlyaccurate prediction of the time when the occupant would become proximateto the airbag. By comparing the occupant relative velocity to theintegral of the crash deceleration pulse, a determination as to whetherthe occupant is being restrained by a seatbelt can also be made whichthen can affect the airbag deployment initiation decision. Alternately,the mere knowledge that the occupant has moved a distance that would notbe possible if he were wearing a seatbelt gives information that he isnot wearing one.

Another method of providing a significant improvement to the problem ofdetermining the position of the occupant during vehicle deceleration isto input the vehicle deceleration directly into the occupant sensingsystem. This can be done through the use of the airbag crash sensoraccelerometer or a dedicated accelerometer can be used. Thisdeceleration or its integral can be entered directly into the neuralnetwork or can be integrated through an additional post-processingalgorithm. Post processing in general is discussed in section 11.7. Onesignificant advantage of neural networks is their ability to efficientlyuse information from any source. It is the ultimate “sensor fusion”system.

A more detailed discussion of this process and of the advantages of thevarious technologies, such as acoustic or electromagnetic, can be foundin SAE paper 940527, “Vehicle Occupant Position Sensing” by Breed etal., In this paper, it is demonstrated that the time delay required foracoustic waves to travel to the occupant and return does not prevent theuse of acoustics for position measurement of occupants during the crashevent. For position measurement and for many pattern recognitionapplications, ultrasonics is the preferred technology due to the lack ofadverse health effects and the low cost of ultrasonic systems comparedwith either camera, laser or radar based systems. This situation haschanged, however, as the cost of imagers has come down. The mainlimiting feature of ultrasonics is the wavelength, which places alimitation on the size of features that can be discerned. Opticalsystems, for example, are required when the identification of particularindividuals is desired.

FIG. 32 is a schematic drawing of one embodiment of an occupantrestraint device control system in accordance with the invention. Thefirst step is to obtain information about the contents of the seat atstep 338, when such contents are present on the seat. To this end, apresence sensor can be employed to activate the system only when thepresence of an object, or living being, is detected. Next, at step 339,a signal is generated based on the contents of the seat, with differentsignals being generated for different contents of the seat. Thus, whilea signal for a dog will be different than the signal for a child set,the signals for different child seats will not be that different. Next,at step 340, the signal is analyzed to determine whether a child seat ispresent, whether a child seat in a particular orientation is presentand/or whether a child seat in a particular position is present.Deployment control 341 provides a deployment control signal or commandbased on the analysis of the signal generated based on the contents ofthe seat. This signal or command is directed to the occupant protectionor restraint device 342 to provide for deployment for that particularcontent of the seat. The system continually obtains information aboutthe contents of the seat until such time as a deployment signal isreceived from, e.g., a crash sensor, to initiate deployment of theoccupant restraint device.

FIG. 33 is a flow chart of the operation of one embodiment of anoccupant restraint device control method in accordance with theinvention. The first step is to determine whether contents are presenton the seat at step 910. If so, information is obtained about thecontents of the seat at step 344. At step 345, a signal is generatedbased on the contents of the seat, with different signals beinggenerated for different contents of the seat. The signal is analyzed todetermine whether a child seat is present at step 346, whether a childseat in a particular orientation is present at step 347 and/or whether achild seat in a particular position is present at step 348. Deploymentcontrol 349 provides a deployment control signal or command based on theanalysis of the signal generated based on the contents of the seat. Thissignal or command is directed to the occupant protection or restraintdevice 350 to provide for deployment for those particular contents ofthe seat. The system continually obtains information about the contentsof the seat until such time as a deployment signal is received from,e.g., a crash sensor 351, to initiate deployment of the occupantrestraint device.

In another implementation, the sensor algorithm may determine the ratethat gas is generated to affect the rate that the airbag is inflated. Inall of these cases, the position of the occupant is used to affect thedeployment of the airbag either as to whether or not it should bedeployed at all, the time of deployment and/or the rate of inflationand/or deflation.

Such a system can also be used to positively identify or confirm thepresence of a rear facing child seat in the vehicle, if the child seatis equipped with a resonator. In this case, a resonator 18 is placed onthe forward most portion of the child seat, or in some other convenientposition, as shown in FIG. 1. The resonator 18, or other type of signalgenerating device, such as an RFID tag, which generates a signal uponexcitation, e.g., by a transmitted energy signal, can be used not onlyto determine the orientation of the child seat but also to determine theposition of the child seat (in essentially the same manner as describedabove with respect to determining the position of the seat and theposition of the seatbelt).

The determination of the presence of a child seat can be used to affectanother system in the vehicle. Most importantly, deployment of anoccupant restraint device can be controlled depending on whether a childseat is present. Control of the occupant restraint device may entailsuppression of deployment of the device. If the occupant restraintdevice is an airbag, e.g., a frontal airbag or a side airbag, control ofthe airbag deployment may entail not only suppression of the deploymentbut also depowered deployment, adjustment of the orientation of theairbag, adjustment of the inflation rate or inflation time and/oradjustment of the deflation rate or time.

The weight sensor coupled with the height sensor and the occupant'svelocity relative to the vehicle, as determined by the occupant positionsensors, provides information as to the amount of energy that the airbagwill need to absorb during the impact of the occupant with the airbag.This, along with the location of the occupant relative to the airbag, isthen used to determine the amount of gas that is to be injected into theairbag during deployment and the size of the exit orifices that controlthe rate of energy dissipation as the occupant is interacting with theairbag during the crash. For example, if an occupant is particularlyheavy then it is desirable to increase the amount of gas, and thus theinitial pressure, in the airbag to accommodate the larger force whichwill be required to arrest the relative motion of the occupant. Also,the size of the exit orifices should be reduced, since there will be alarger pressure tending to force the gas out of the orifices, in orderto prevent the bag from bottoming out before the occupant's relativevelocity is arrested. Similarly, for a small occupant the initialpressure would be reduced and the size of the exit orifices increased.If, on the other hand, the occupant is already close to the airbag thenthe amount of gas injected into the airbag will need to be reduced.

Another and preferred approach is to incorporate an accelerometer intothe seatbelt or the airbag surface and to measure the deceleration ofthe occupant and to control the outflow of gas from the airbag tomaintain the occupant's chest acceleration below some maximum value suchas 40 Gs. This maximum value can be set based on the forecasted severityof the crash. If the occupant is wearing a seatbelt the outflow from theairbag can be significantly reduced since the seatbelt is taking up mostof the load and the airbag then should be used to help spread the loadover more of the occupant's chest. Although the pressure in the airbagis one indication of the deceleration being imparted to the occupant itis a relatively crude measure since it does not take into account themass of the occupant. Since it is acceleration that should be controlledit is better to measure acceleration rather than pressure in the airbag.

There are many ways of varying the amount of gas injected into theairbag some of which are covered in the patent literature and include,for example, inflators where the amount of gas generated and the rate ofgeneration is controllable. For example, in a particular hybrid inflatoronce manufactured by the Allied Signal Corporation, two pyrotechniccharges are available to heat the stored gas in the inflator. Either orboth of the pyrotechnic charges can be ignited and the timing betweenthe ignitions can be controlled to significantly vary the rate of gasflow to the airbag.

The flow of gas out of the airbag is traditionally done through fixeddiameter orifices placed in the bag fabric. Some attempts have been madeto provide a measure of control through such measures as blowout patchesapplied to the exterior of the airbag. Other systems were disclosed inU.S. patent application Ser. No. 07/541,464 filed Feb. 9, 1989, nowabandoned.

In a like manner, other parameters can also be adjusted, such as thedirection of the airbag, by properly positioning the angle and locationof the steering wheel relative to the driver. If seatbelt pretensionersare used, the amount of tension in the seatbelt or the force at whichthe seatbelt spools out, for the case of force limiters, could also beadjusted based on the occupant morphological characteristics determinedby the system of at least one of the inventions disclosed herein. Theforce measured on the seatbelt, if the vehicle deceleration is known,gives a confirmation of the mass of the occupant. This force measurementcan also be used to control the chest acceleration given to the occupantto minimize injuries caused by the seatbelt. Naturally, as discussedabove, it is better to measure the acceleration of the chest directly.

In the embodiment shown in FIG. 8A, transmitter/receiver assemblies 49,50, 51 and 54 emit infrared waves that reflect off of the head and chestof the driver and return thereto. Periodically, the device, as commandedby control circuitry 20, transmits a pulse of infrared waves and thereflected signal is detected by the same (i.e. the LEDs and imager arein the same housing) or a different device. The transmitters can eithertransmit simultaneously or sequentially. An associated electroniccircuit and algorithm in control circuitry 20 processes the returnedsignals as discussed above and determines the location of the occupantin the passenger compartment. This information is then sent to the crashsensor and diagnostic circuitry, which may also be resident in controlcircuitry 20 (programmed within a control module), which determines ifthe occupant is close enough to the airbag that a deployment might, byitself, cause injury which exceeds that which might be caused by theaccident itself. In such a case, the circuit disables the airbag systemand thereby prevents its deployment.

In an alternate case, the sensor algorithm assesses the probability thata crash requiring an airbag is in process and waits until thatprobability exceeds an amount that is dependent on the position of theoccupant. Thus, for example, the sensor might decide to deploy theairbag based on a need probability assessment of 50%, if the decisionmust be made immediately for an occupant approaching the airbag, butmight wait until the probability rises above 95% for a more distantoccupant. In the alternative, the crash sensor and diagnostic circuitryoptionally resident in control circuitry 20 may tailor the parameters ofthe deployment (time to initiation of deployment, rate of inflation,rate of deflation, deployment time, etc.) based on the current positionand possibly velocity of the occupant, for example a depowereddeployment.

In another implementation, the sensor algorithm may determine the ratethat gas is generated to affect the rate that the airbag is inflated.One method of controlling the gas generation rate is to control thepressure in the inflator combustion chamber. The higher the internalpressure the faster gas is generated. Once a method of controlling thegas combustion pressure is implemented, the capability exists tosignificantly reduce the variation in inflator properties withtemperature. At lower temperatures the pressure control system wouldincrease the pressure in the combustion chamber and at higher ambienttemperatures it would reduce the pressure. In all of these cases, theposition of the occupant can be used to affect the deployment of theairbag as to whether or not it should be deployed at all, the time ofdeployment and/or the rate of inflation.

The applications described herein have been illustrated using the driverand sometimes the passenger of the vehicle. The same systems ofdetermining the position of the occupant relative to the airbag apply toa driver, front and rear seated passengers, sometimes requiring minormodifications. It is likely that the sensor required triggering timebased on the position of the occupant will be different for the driverthan for the passenger. Current systems are based primarily on thedriver with the result that the probability of injury to the passengeris necessarily increased either by deploying the airbag too late or byfailing to deploy the airbag when the position of the driver would notwarrant it but the passenger's position would. With the use of occupantposition sensors for the passenger and driver, the airbag system can beindividually optimized for each occupant and result in furthersignificant injury reduction. In particular, either the driver orpassenger system can be disabled if either the driver or passenger isout-of-position or if the passenger seat is unoccupied.

There is almost always a driver present in vehicles that are involved inaccidents where an airbag is needed. Only about 30% of these vehicles,however, have a passenger. If the passenger is not present, there isusually no need to deploy the passenger side airbag. The occupantmonitoring system, when used for the passenger side with proper patternrecognition circuitry, can also ascertain whether or not the seat isoccupied, and if not, can disable the deployment of the passenger sideairbag and thereby save the cost of its replacement. The same strategyapplies also for monitoring the rear seat of the vehicle. Also, atrainable pattern recognition system, as used herein, can distinguishbetween an occupant and a bag of groceries, for example. Finally, therehas been much written about the out-of-position child who is standing orotherwise positioned adjacent to the airbag, perhaps due to pre-crashbraking. The occupant position sensor described herein can prevent thedeployment of the airbag in this situation as well as in the situationof a rear facing child seat as described above.

Naturally as discussed elsewhere herein, occupant sensors can also beused for monitoring the rear seats of the vehicle for the purpose, amongothers, of controlling airbag or other restraint deployment.

12.2 Seat, Seatbelt, Steering Wheel and Pedal Adjustment and Resonators

Acoustic or electromagnetic resonators are active or passive devicesthat resonate at a preset frequency when excited at that frequency. Ifsuch a device, which has been tuned to 40 kHz for example, or some otherappropriate frequency, is subjected to radiation at 40 kHz it willreturn a signal that can be stronger than the reflected radiation. Tunedradar antennas, RFID tags and SAW resonators are examples of suchdevices as is a wine glass.

If such a device is placed at a particular point in the passengercompartment of a vehicle, and irradiated with a signal that contains theresonant frequency, the returned signal can usually be identified as ahigh magnitude narrow signal at a particular point in time that isproportional to the distance from the resonator to the receiver. Sincethis device can be identified, it provides a particularly effectivemethod of determining the distance to a particular point in the vehiclepassenger compartment (i.e., the distance between the location of theresonator and the detector). If several such resonators are used theycan be tuned to slightly different frequencies and therefore separatedand identified by the circuitry. If, for example, an ultrasonic signalis transmitted that is slightly off of the resonator frequency then aresonance can still be excited in the resonator and the return signalpositively identified by its frequency. Ultrasonic resonators are rarebut electromagnetic resonators are common. The distance to a resonatorcan be more easily determined using ultrasonics, however, due to itslower propagation velocity.

Using such resonators, the positions of various objects in the vehiclecan be determined. In FIG. 34, for example, three such resonators areplaced on the vehicle seat and used to determine the location of thefront and back of the seat portion and the top of the seat back portion.The seat portion is connected to the frame of the vehicle. In this case,transducers 8 and 9, mounted in the A-pillar, are used in conjunctionwith resonators 360, 361 and 362 to determine the position of the seat.Transducers 8 and 9 constitute both transmitter means for transmittingenergy signals at the excitation frequencies of the resonators 360, 361and 362 and detector means for detecting the return energy signals fromthe excited resonators. Processor 20 is coupled to the transducers 8 and9 to analyze the energy signals received by the detectors and provideinformation about the object with which the resonators are associated,i.e., the position of the seat in this embodiment. This information isthen fed to the seat memory and adjustment system, not shown,eliminating the currently used sensors that are placed typically beneaththe seat adjacent the seat adjustment motors. In the conventionalsystem, the seat sensors must be wired into the seat adjustment systemand are prone to being damaged. By using the vehicle interior monitoringsystem alone with inexpensive passive resonators, the conventional seatsensors can be eliminated resulting in a cost saving to the vehiclemanufacturer. An efficient reflector, such as a parabolic shapedreflector, or in some cases a corner cube reflector (which can be amultiple cube pattern array), can be used in a similar manner as theresonator. Similarly, a surface acoustic wave (SAW) device, RFID,variable resistor, inductor or capacitor device and radio frequencyradiation can be used as a resonator or a delay line returning a signalto the interrogator permitting the presence and location of an object tobe obtained as described in detail in U.S. Pat. No. 6,662,642. Opticalreflectors such as an array of corner cube reflectors can also be usedwith infrared. Additionally such an array can comprise a pattern so thatthere is no doubt that infrared is reflecting off of the reflector.These reflectors can be similar to those found on bicycles, joggersathletic clothes, rear of automobiles, signs, reflective tape onroadways etc.

Resonators or reflectors, of the type described above can be used formaking a variety of position measurements in the vehicle. They can beplaced on an object such as a child seat 2 (FIG. 1) to permit the directdetection of its presence and, in some cases, its orientation. Opticalreflecting tape, for example, could be easily applied to child seats.These resonators are made to resonate at a particular frequency. If thenumber of resonators increases beyond a reasonable number, dualfrequency resonators can be used, or alternately, resonators that returnan identification number such as can be done with an RFID or SAW deviceor a pattern as can be done with optical reflectors. For the dualfrequency case, a pair of frequencies is then used to identify aparticular location. Alternately, resonators tuned to a particularfrequency can be used in combination with special transmitters, whichtransmit at the tuned frequency, which are designed to work with aparticular resonator or group of resonators. The cost of the transducersis sufficiently low to permit special transducers to be used for specialpurposes. The use of resonators that resonate at different frequenciesrequires that they be irradiated by radiation containing thosefrequencies. This can be done with a chirp circuit, for example.

An alternate approach is to make use of secondary emission where thefrequency emitted form the device is at a different frequency that theinterrogator. Phosphors, for example, convert ultraviolet to visible anddevices exist that convert electromagnetic waves to ultrasonic waves.Other devices can return a frequency that is a sub-harmonic of theinterrogation frequency. Additionally, an RFID tag can use the incidentRF energy to charge up a capacitor and then radiate energy at adifferent frequency. Additionally, sufficient energy can also besupplied using energy harvesting principles wherein the vibrationsassociated with vehicle motion can be used to generate electric powerwhich can then be stored in a battery, capacitor or ultracapacitor.

Another application for a resonator of the type described is todetermine the location of the seatbelt and therefore determine whetherit is in use. If it is known that the occupants are wearing seatbelts,the airbag deployment parameters can be controlled or adjusted based onthe knowledge of seatbelt use, e.g., the deployment threshold can beincreased since the airbag is not needed in low velocity accidents ifthe occupants are already restrained by seatbelts. Deployment of otheroccupant restraint devices could also be effected based on the knowledgeof seatbelt use. This will reduce the number of deployments for caseswhere the airbag provides little or no improvement in safety over theseatbelt. FIG. 2, for example, shows the placement of a resonator 26 onthe front surface of the seatbelt where it can be sensed by thetransducer 8. Such a system can also be used to positively identify thepresence of a rear facing child seat in the vehicle. In this case, aresonator 18 is placed on the forward most portion of the child seat, orin some other convenient position, as shown in FIG. 1. As illustratedand discussed in U.S. Pat. No. 6,662,642, there are various methods ofobtaining distance from a resonator, reflector, RFID or SAW device whichinclude measuring the time of flight, using phase measurements,correlation analysis and triangulation.

12.3 Side Impacts

Side impact airbags are now used on some vehicles. Some are quite smallcompared to driver or passenger airbags used for frontal impactprotection. Nevertheless, a small child could be injured if he issleeping with his head against the airbag module when the airbag deploysand a vehicle interior monitoring system is needed to prevent such adeployment. In FIG. 35, a single wave or light-transmitting/receivingtransducer 420 is shown mounted in a door adjacent airbag system 403which houses an airbag 404. This sensor has the particular task ofmonitoring the space adjacent to the door-mounted airbag. Sensor 402 mayalso be coupled to control circuitry 20 which can process and use theinformation provided by sensor 402 in the determination of the locationor identity of the occupant or location of a part of the occupant.

Similar to the embodiment in FIG. 4 with reference to U.S. Pat. No.5,653,462, the airbag system 403 and components of the interiormonitoring system, e.g., transducer 402, can also be coupled to aprocessor 20 including a control circuit 20A for controlling deploymentof the airbag 404 based on information obtained by the transducer 402.This device does not have to be used to identify the object that isadjacent the airbag but it can be used to merely measure the position ofthe object. It can also be used to determine the presence of the object,i.e., the received waves are indicative of the presence or absence of anoccupant as well as the position of the occupant or a part thereof.Instead of an ultrasonic transducer, another wave-receiving transducermay be used as described in any of the other embodiments herein, eithersolely for performing a wave-receiving function or for performing both awave-receiving function and a wave-transmitting function.

FIG. 36 is an angular perspective overhead view of a vehicle 405 aboutto be impacted in the side by an approaching vehicle 406, where vehicle405 is equipped with an anticipatory sensor system showing a transmitter408 transmitting electromagnetic, such as infrared, waves toward vehicle406. This is one example of many of the uses of the instant inventionfor exterior monitoring. The transmitter 408 is connected to anelectronic module 412. Module 412 contains circuitry 413 to drivetransmitter 408 and circuitry 414 to process the returned signals fromreceivers 409 and 410 which are also coupled to module 412. Circuitry414 contains a processor such as a neural computer 415 or microprocessorwith a pattern recognition algorithm, which performs the patternrecognition determination based on signals from receivers 409 and 410.Receivers 409 and 410 are mounted onto the B-Pillar of the vehicle andare covered with a protective transparent cover. An alternate mountinglocation is shown as 411 which is in the door window trim panel wherethe rear view mirror (not shown) is frequently attached. One additionaladvantage of this system is the ability of infrared to penetrate fog andsnow better than visible light which makes this technology particularlyapplicable for blind spot detection and anticipatory sensingapplications. Although it is well known that infrared can besignificantly attenuated by both fog and snow, it is less so than visuallight depending on the frequency chosen. (See for example L. A. Klein,Millimeter-Wave and Infrared Multisensor Design and Signal Processing,Artech House, Inc, Boston 1997, ISBN 0-89006-764-3).

12.4 Children and Animals Left Alone

The various occupant sensing systems described herein can be used todetermine if a child or animal has been left alone in a vehicle and thetemperature is increasing or decreasing to where the child's or animal'shealth is at risk. When such a condition is discovered, the owner or anauthority can be summoned for help or, alternately, the vehicle enginecan be started and the vehicle warmed or cooled as needed. See section9.4.

12.5 Vehicle Theft

If a vehicle is stolen then several options are available when theoccupant sensing system is installed. Upon command by the owner over atelematics system, a picture of the vehicles interior can be taken andtransmitted to the owner. Alternately a continuous flow of pictures canbe sent over the telematics system along with the location of thevehicle if a GPS system is available or from the cell phone otherwise tohelp the owner or authorities determine where the vehicle is.

12.6 Security, Intruder Protection

If the owner has parked the vehicle and is returning, and an intruderhas entered and is hiding, that fact can be made known to the ownerbefore he or she opens the vehicle door. This can be accomplishedthought a wireless transmission to any of a number of devices that havebeen programmed for that function such as vehicle remote key fob, cellphones, PDAs etc.

12.7 Entertainment System Control

It is well known among acoustics engineers that the quality of soundcoming from an entertainment system can be substantially affected by thecharacteristics and contents of the space in which it operates and thesurfaces surrounding that space. When an engineer is designing a systemfor an automobile he or she has a great deal of knowledge about thatspace and of the vehicle surfaces surrounding it. He or she has littleknowledge of how many occupants are likely to be in the vehicle on aparticular day, however, and therefore the system is a compromise. Ifthe system knew the number and position of the vehicle occupants, andmaybe even their size, then adjustments could be made in the systemoutput and the sound quality improved. FIG. 8A, therefore, illustratesschematically the interface between the vehicle interior monitoringsystem of at least one of the inventions disclosed herein, i.e.,transducers 49-52 and 54 and processor 20 which operate as set forthabove, and the vehicle entertainment system 99. The particular design ofthe entertainment system that uses the information provided by themonitoring system can be determined by those skilled in the appropriateart. Perhaps in combination with this system, the quality of the soundsystem can be measured by the audio system itself either by using thespeakers as receiving units also or through the use of specialmicrophones. The quality of the sound can then be adjusted according tothe vehicle occupancy and the reflectivity, or absorbtivity, of thevehicle occupants. If, for example, certain frequencies are beingreflected, or absorbed, more that others, the audio amplifier can beadjusted to amplify those frequencies to a lesser, or greater, amountthan others.

The acoustic frequencies that are practical to use for acoustic imagingin the systems are between 40 to 160 kilohertz (kHz). The wavelength ofa 50 kHz acoustic wave is about 0.6 cm which is too coarse to determinethe fine features of a person's face, for example. It is well understoodby those skilled in the art that features which are smaller than thewavelength of the illuminating radiation cannot be distinguished.Similarly the wave length of common radar systems varies from about 0.9cm (for 33,000 MHz K band) to 133 cm (for 225 MHz P band) which is alsotoo coarse for person identification systems. In FIG. 4, therefore, theultrasonic transducers of the previous designs are replaced by lasertransducers 8 and 9 which are connected to a microprocessor 20. In allother manners, the system operates similarly. The design of theelectronic circuits for this laser system is described in some detail inthe U.S. Pat. No. 5,653,462 referenced above and in particular FIG. 8thereof and the corresponding description. In this case, a patternrecognition system such as a neural network system is employed and usesthe demodulated signals from the receptors 8 and 9. The output ofprocessor 20 of the monitoring system is shown connected schematicallyto a general interface 36 which can be the vehicle ignition enablingsystem; the entertainment system; the seat, mirror, suspension or otheradjustment systems; or any other appropriate vehicle system.

Recent developments in the field of directing sound using hyper-sound(also referred to as hypersonic sound) now make it possible toaccurately direct sound to the vicinity of the ears of an occupant sothat only that occupant can hear the sound. The system of at least oneof the inventions disclosed herein can thus be used to find theproximate direction of the ears of the occupant for this purpose.

Hypersonic sound is described in detail in U.S. Pat. No. 5,885,129(Norris), U.S. Pat. No. 5,889,870 (Norris) and U.S. Pat. No. 6,016,351(Raida et al.) and International Publication No. WO 00/18031. Bypracticing the techniques described in these patents and thepublication, in some cases coupled with a mechanical or acousticalsteering mechanism, sound can be directed to the location of the ears ofa particular vehicle occupant in such a manner that the other occupantscan barely hear the sound, if at all. This is particularly the case whenthe vehicle is operating at high speeds on the highway and a high levelof “white” noise is present. In this manner, one occupant can belistening to the news while another is listening to an opera, forexample. Naturally, white noise can also be added to the vehicle andgenerated by the hypersonic sound system if necessary when the vehicleis stopped or traveling in heavy traffic. Thus, several occupants of avehicle can listen to different programming without the other occupantshearing that programming. This can be accomplished using hypersonicsound without requiring earphones.

In principle, hypersonic sound utilizes the emission of inaudibleultrasonic frequencies that mix in air and result in the generation ofnew audio frequencies. A hypersonic sound system is a highly efficientconverter of electrical energy to acoustical energy. Sound is created inair at any desired point that provides flexibility and allowsmanipulation of the perceived location of the source of the sound.Speaker enclosures are thus rendered dispensable. The dispersion of themixing area of the ultrasonic frequencies and thus the area in which thenew audio frequencies are audible can be controlled to provide a verynarrow or wide area as desired.

The audio mixing area generated by each set of two ultrasonic frequencygenerators in accordance with the invention could thus be directly infront of the ultrasonic frequency generators in which case the audiofrequencies would travel from the mixing area in a narrow straight beamor cone to the occupant. Also, the mixing area can include only a singleear of an occupant (another mixing area being formed by ultrasonicfrequencies generated by a set of two other ultrasonic frequencygenerators at the location of the other ear of the occupant withpresumably but not definitely the same new audio frequencies) or belarge enough to encompass the head and both ears of the occupant. If sodesired, the mixing area could even be controlled to encompass thedetermined location of the ears of multiple occupants, e.g., occupantsseated one behind the other or one next to another.

Vehicle entertainment system 99 may include a system for generating andtransmitting sound waves at the ears of the occupants, the position ofwhich are detected by transducers 49-52 and 54 and processor 20, as wellas a system for detecting the presence and direction of unwanted noise.In this manner, appropriate sound waves can be generated and transmittedto the occupant to cancel the unwanted noise and thereby optimize thecomfort of the occupant, i.e., the reception of the desired sound fromthe entertainment system 99.

More particularly, the entertainment system 99 includes sound generatingcomponents such as speakers, the output of which can be controlled toenable particular occupants to each listen to a specific musicalselection. As such, each occupant can listen to different music, ormultiple occupants can listen to the same music while other occupant(s)listen to different music. Control of the speakers to direct sound wavesat a particular occupant, i.e., at the ears of the particular occupantlocated in any of the ways discussed herein, can be enabled by any knownmanner in the art, for example, speakers having an adjustable positionand/or orientation or speakers producing directable sound waves. In thismanner, once the occupants are located, the speakers are controlled todirect the sound waves at the occupant, or even more specifically, atthe head or ears of the occupants.

12.8 Combined with SDM and Other Systems

The occupant position sensor in any of its various forms is integratedinto the airbag system circuitry as shown schematically in FIG. 37. Inthis example, the occupant position sensors are used as an input to asmart electronic sensor and diagnostic system. The electronic sensordetermines whether one or more of the airbags should be deployed basedon the vehicle acceleration crash pulse, or crush zone mounted crashsensors, or a combination thereof, and the occupant position sensordetermines whether the occupant is too close to any of the airbags andtherefore that the deployment should not take place. In FIG. 37, theelectronic crash sensor located within the sensor and diagnostic unitdetermines whether the crash is of such severity as to requiredeployment of one or more of the airbags. The occupant position sensorsdetermine the location of the vehicle occupants relative to the airbagsand provide this information to the sensor and diagnostic unit that thendetermines whether it is safe to deploy each airbag and/or whether thedeployment parameters should be adjusted. The arming sensor, if one ispresent, also determines whether there is a vehicle crash occurring. Insuch a case, if the sensor and diagnostic unit and the arming sensorboth determine that the vehicle is undergoing a crash requiring one ormore airbags and the position sensors determine that the occupants aresafely away from the airbag(s), the airbag(s), or inflatable restraintsystem, is deployed.

The above applications illustrate the wide range of opportunities, whichbecome available if the identity and location of various objects andoccupants, and some of their parts, within the vehicle were known. Oncethe system of at least one of the inventions disclosed herein isoperational, integration with the airbag electronic sensor anddiagnostics system (SDM) is likely since an interface with the SDM isnecessary. This sharing of resources will result in a significant costsaving to the auto manufacturer. For the same reasons, the vehicleinterior monitoring system (VIMS) can include the side impact sensor anddiagnostic system.

FIG. 37A shows a flowchart of the manner in which an airbag or otheroccupant restraint or protection device may be controlled based on theposition of an occupant. The position of the occupant is determined at433 by any one of a variety of different occupant sensing systemsincluding a system designed to receive waves, energy or radiation from aspace in a passenger compartment of the vehicle occupied by theoccupant, and which also optionally transmit such waves, energy orradiation. A camera or other device for obtaining images, two orthree-dimensional, of a passenger compartment of the vehicle occupied bythe occupant and analyzing the images may be used. The image device mayinclude a focusing system which focuses the images onto optical arraysand analyzes the focused images. A device which moves a beam ofradiation through a passenger compartment of the vehicle occupied by theoccupant may also be used, e.g., a scanning type of system. An electricfield sensor operative in a seat occupied by the occupant and acapacitance sensor operative in the seat occupied by the occupant mayalso be used.

The probability of a crash is assessed at 434, e.g., by a crash sensor.Deployment of the airbag is then enabled at 435 in consideration of thedetermined position of the occupant and the assessed probability that acrash is occurring. A sensor algorithm may be used to receive the inputfrom the crash sensor and occupant position determining system anddirect or control deployment of the airbag based thereon. Moreparticularly, in another embodiment, the assessed probability isanalyzed, e.g., by the sensor algorithm, relative to a pre-determinedthreshold at 437 whereby a determination is made at 438 if the assessedprobability is greater than the threshold. If not, the probability ofthe crash is again assessed until the probability of a crash is greaterthan the threshold.

Optionally, the threshold is set or adjusted at 436 based on thedetermined position of the occupant.

Deployment of the airbag can entail disabling deployment of the airbagwhen the determined position is too close to the airbag, determining therate at which the airbag is inflated based on the determined position ofthe occupant and/or determining the time in which the airbag is deployedbased on the determined position of the occupant.

Disclosed above is an airbag system for inflation and deployment of anair bag in front of the passenger during a collision which comprises anair bag, an inflator connected to the air bag and structured andarranged to inflate the air bag with a gas, a passenger sensor systemmounted at least partially adjacent to or on the interior roof of thevehicle, and a microprocessor electrically connected to the sensorsystem and to the inflator. The sensor system continuously senses theposition of the passenger and generates electrical output indicative ofthe position of the passenger. The microprocessor compares and performsan analysis of the electrical output from the sensor system andactivates the inflator to inflate and deploy the air bag when theanalysis indicates that the vehicle is involved in a collision and thatdeployment of the air bag would likely reduce a risk of serious injuryto the passenger which would exist absent deployment of the air bag andlikely would not present an increased risk of injury to the passengerresulting from deployment of the air bag.

The sensor system might be designed to continuously sense position ofthe passenger relative to the air bag. The sensor system may comprise anarray of passenger proximity sensors, each sensing distance from apassenger to the proximity sensor. In this case, the microprocessordetermines the passenger's position by determining each of the distancesand then triangulating the distances from the passenger to each of theproximity sensors. The microprocessor can include memory in which thepositions of the passenger over some interval of time are stored. Thesensor system may be particularly sensitive to the position of the headof the passenger.

12.9 Exterior Monitoring

Systems described herein can also be used for the detection of objectsin the blind spots and other areas surrounding the vehicle, i.e., as anexterior monitoring system, and the image displayed for the operator tosee or a warning system activated, if the operator attempts to changelanes, for example. In this regard, reference is made to FIG. 36 hereinand FIGS. 38-40 of the '501 application. The information provided by theexterior monitoring system can be combined with the interior monitoringsystem in order to optimize both systems for the protection of theoccupants.

Although several preferred embodiments are illustrated and describedabove, there are possible combinations using other signals and sensorsfor the components and different forms of the neural networkimplementation or different pattern recognition technologies thatperform the same functions which can be utilized in accordance with theinvention. Also, although the neural network and modular neural networkshave been described as an example of one means of pattern recognition,other pattern recognition means exist and still others are beingdeveloped which can be used to identify potential component failures bycomparing the operation of a component over time with patternscharacteristic of normal and abnormal component operation. In addition,with the pattern recognition system described above, the input data tothe system may be data which has been pre-processed rather than the rawsignal data either through a process called “feature extraction” or byvarious mathematical transformations. Also, any of the apparatus andmethods disclosed herein may be used for diagnosing the state ofoperation or a plurality of discrete components.

Although several preferred embodiments are illustrated and describedabove, there are possible combinations using other geometries, sensors,materials and different dimensions for the components that perform thesame functions. At least one of the inventions disclosed herein is notlimited to the above embodiments and should be determined by thefollowing claims. There are also numerous additional applications inaddition to those described above. Many changes, modifications,variations and other uses and applications of the subject inventionwill, however, become apparent to those skilled in the art afterconsidering this specification and the accompanying drawings whichdisclose the preferred embodiments thereof. All such changes,modifications, variations and other uses and applications which do notdepart from the spirit and scope of the invention are deemed to becovered by the invention which is limited only by the following claims.

1. A vehicle comprising: an airbag system including at least one airbaghaving variable deployment parameters; a seat for occupancy by anoccupant to be protected by said at least one airbag; a seat positionsensor system arranged to determine the position of said seat; a crashsensor system for detecting a crash involving the vehicle; and a controlsystem for controlling deployment of said at least one airbag, saidcontrol system being coupled to said seat position sensor system andsaid crash sensor system and determining deployment for said at leastone airbag based on the determined position of said seat and detectionof a crash by said crash sensor system and not on determinedmorphological parameters of the occupant of said seat, said controlsystem being arranged to suppress deployment of said at least one airbagfor the duration of the crash such that said at least one airbag is notdeployed during the entire crash or provide for a depowered deploymentof said at least one airbag during the crash based on the determinedposition of said seat and detection of a crash by said crash sensorsystem.
 2. The vehicle of claim 1, wherein said control system isarranged to suppress deployment of said at least one airbag or providefor a depowered deployment of said at least one airbag when said seatposition sensor system indicates that said seat is in a forwardmostposition.
 3. The vehicle of claim 1, further comprising: a seatbeltassociated with said seat; and a seatbelt spool-out sensor systemarranged to determine a spooled-out length of said seatbelt, saidcontrol system being coupled to said spool-out sensor system anddetermining deployment for said at least one airbag based on thedetermined spooled-out length of said seatbelt.
 4. The vehicle of claim1, wherein said seat includes a bottom portion and a back portionarranged at an angle to said bottom portion, further comprising: a seatback angle sensor system arranged to determine an angle between saidback portion and said bottom portion, said control system being coupledto said seat back angle sensor system and determining deployment forsaid at least one airbag based only on detection of a crash by saidcrash sensor system, the determined position of said seat and thedetermined angle between said back portion and said bottom portion. 5.The vehicle of claim 1, further comprising: a seatbelt associated withsaid seat and having a buckle; and a seat belt buckle sensor systemarranged to determine whether said seatbelt is buckled, said controlsystem being coupled to said seat belt buckle sensor system anddetermining deployment for said at least one airbag based only ondetection of a crash by said crash sensor system, the determinedposition of said seat and whether said seatbelt is buckled.
 6. Thevehicle of claim 1, wherein said seat includes a bottom portion and aback portion arranged at an angle to said bottom portion, furthercomprising: a seatbelt associated with said seat; a seatbelt spool-outsensor system arranged to determine a spooled-out length of saidseatbelt; and a seat back angle sensor system arranged to determine anangle between said back portion and said bottom portion, said controlsystem being coupled to said spool-out sensor system and said seat backangle sensor system and determining deployment for said at least oneairbag based only on detection of a crash by said crash sensor system,the determined position of said seat, the determined spooled-out lengthof said seatbelt and the determined angle between said seat back andsaid bottom portion.
 7. A vehicle comprising: an airbag system includingat least one airbag having variable deployment parameters; a crashsensor system for detecting a crash involving the vehicle; a seat foroccupancy by an occupant to be protected by said at least one airbag; aseat sensor system arranged to determine parameters relating to saidseat; and a control system for controlling deployment of said at leastone airbag, said control system being coupled to said seat sensor systemand said crash sensor system and determining deployment parameters forsaid at least one airbag upon detection of a crash by said crash sensorsystem based only on the determined parameters relating to said seat andnot on determined morphological parameters of the occupant of said seat,said control system being arranged to suppress deployment of said atleast one airbag for the duration of the crash such that said at leastone airbag is not deployed during the entire crash or provide for adepowered deployment of said at least one airbag during the crash basedon the determined parameters relating to said seat.
 8. The vehicle ofclaim 7, wherein said seat includes a bottom portion, a back portionarranged at an angle to said bottom portion and an associated seatbelthaving a buckle, said seat sensor system being arranged to determine oneor more of: a position of said bottom portion of said seat, an anglebetween said bottom portion and said back portion, a spooled-out lengthof said seatbelt, and whether said buckle is fastened.
 9. The vehicle ofclaim 7, wherein said seat sensor system includes a seat position sensorarranged to determine a position of said seat such that said controlsystem determines deployment for said at least one airbag based on thedetermined position of said seat.
 10. The vehicle of claim 7, whereinsaid seat includes an associated seatbelt, said seat sensor systemincluding a seatbelt spool-out sensor arranged to determine aspooled-out length of said seatbelt such that said control systemdetermines deployment for said at least one airbag based on thedetermined spooled-out length of said seatbelt.
 11. The vehicle of claim7, wherein said seat includes a bottom portion and a back portionarranged at an angle to said bottom portion, said seat sensor systemincluding a seat back angle sensor arranged to determine an anglebetween said back portion and said bottom portion such that said controlsystem determines deployment for said at least one airbag based on thedetermined angle between said back portion and said bottom portion. 12.The vehicle of claim 7, wherein said seat includes an associatedseatbelt having a buckle, said seat sensor system including a seat beltbuckle sensor system arranged to determine whether said seatbelt isbuckled such that said control system determines deployment for said atleast one airbag based on whether said seatbelt is buckled.
 13. A methodfor controlling deployment of an airbag in a vehicle, comprising:detecting a crash involving the vehicle; determining a position of aseat of an occupant to be protected by the airbag; and determiningdeployment for the airbag, upon the detection of a crash involving thevehicle, based on the determined position of the seat and not ondetermined morphological parameters of the occupant of the seat, thestep of determining deployment for the airbag including suppressingdeployment of the airbag for the duration of the crash such that theairbag is not deployed during the entire crash or providing for adepowered deployment of the airbag during the crash based on thedetermined position of the seat.
 14. The method of claim 13, whereindeployment of the airbag, upon detection of the crash involving thevehicle, is based only on the determined position of the seat.
 15. Themethod of claim 13, further comprising: determining a spooled-out lengthof a seatbelt associated with the seat; and determining deployment forthe airbag, upon the detection of the crash involving the vehicle, basedon the determined spooled-out length of the seatbelt.
 16. The method ofclaim 13, further comprising: determining an angle between a backportion and a bottom portion of the seat; and determining deployment forthe airbag, upon the detection of the crash involving the vehicle, basedonly on the determined position of the seat and the determined anglebetween the back portion and the bottom portion.
 17. The method of claim13, further comprising: determining whether a seatbelt associated withthe seat is buckled; and determining deployment for the airbag, upon thedetection of the crash involving the vehicle, based only on thedetermined position of the seat and whether the seatbelt is buckled. 18.A method for controlling deployment of an airbag in a vehicle,comprising: detecting a crash involving the vehicle; determiningparameters relating to a seat of an occupant to be protected by theairbag; and determining deployment for the airbag, upon the detection ofa crash involving the vehicle, based only on the determined parametersrelating to the seat and not on determined morphological parameters ofthe occupant of the seat, the step of determining deployment for theairbag including suppressing deployment of the airbag for the durationof the crash such that the airbag is not deployed during the entirecrash or providing for a depowered deployment of the airbag during thecrash based only on the determined parameters relating to the seat. 19.The method of claim 18, wherein the step of determining parametersrelating to the seat comprises one or more of: determining a position ofa bottom portion of the seat; determining an angle between a bottomportion and a back portion of the seat; determining a spooled-out lengthof a seatbelt associated with the seat; and determining whether a buckleof a seatbelt associated with the seat is fastened.
 20. The vehicle ofclaim 7, wherein said seat sensor system includes a seat position sensorarranged to determine a position of said seat such that said controlsystem determines deployment for said at least one airbag based only onthe determined position of said seat and no other parameters relating tosaid seat.
 21. The method of claim 18, wherein the step of determiningparameters relating to the seat consists of determining a fore and aftposition of a bottom portion of the seat such that only the seatposition is determined and no other parameters relating to the seat. 22.A vehicle comprising: an airbag system including at least one airbaghaving variable deployment parameters; a seat for occupancy by anoccupant to be protected by said at least one airbag; a seat positionsensor system arranged to determine the position of said seat; a crashsensor system for detecting a crash involving the vehicle; and a controlsystem for controlling deployment of said at least one airbag, saidcontrol system being coupled to said seat position sensor system andsaid crash sensor system and determining deployment for said at leastone airbag based on the determined position of said seat and detectionof a crash by said crash sensor system, said control system beingarranged to suppress deployment of said at least one airbag or providefor a depowered deployment of said at least one airbag upon detection ofa crash by said crash sensor system and when said seat position sensorsystem indicates that said seat is in a forwardmost position.
 23. Avehicle comprising: an airbag system including at least one airbaghaving variable deployment parameters; a seat for occupancy by anoccupant to be protected by said at least one airbag, said seatincluding a bottom portion and a back portion arranged at an angle tosaid bottom portion; a seat position sensor arranged to determine theposition of said seat; a seat back angle sensor system arranged todetermine an angle between said back portion and said bottom portion; acrash sensor system for detecting a crash involving the vehicle; and acontrol system for controlling deployment of said at least one airbag,said control system being coupled to said seat position sensor system,said seat back angle sensor system and said crash sensor system anddetermining deployment for said at least one airbag based only ondetection of a crash by said crash sensor system, the determinedposition of said seat and the determined angle between said back portionand said bottom portion, said control system being arranged to suppressdeployment of said at least one airbag or provide for a depowereddeployment of said at least one airbag based on the determined positionof said seat and detection of a crash by said crash sensor system.
 24. Avehicle comprising: an airbag system including at least one airbaghaving variable deployment parameters; a seat for occupancy by anoccupant to be protected by said at least one airbag; a seat positionsensor system arranged to determine the position of said seat; aseatbelt associated with said seat and having a buckle; a seat beltbuckle sensor system arranged to determine whether said seatbelt isbuckled; a crash sensor system for detecting a crash involving thevehicle; and a control system for controlling deployment of said atleast one airbag, said control system being coupled to said seatposition sensor system, said seat belt buckle sensor system and saidcrash sensor system and determining deployment for said at least oneairbag based only on detection of a crash by said crash sensor system,the determined position of said seat and whether said seatbelt isbuckled, said control system being arranged to suppress deployment ofsaid at least one airbag or provide for a depowered deployment of saidat least one airbag during the crash based on the determined position ofsaid seat and detection of a crash by said crash sensor system.
 25. Avehicle comprising: an airbag system including at least one airbaghaving variable deployment parameters; a crash sensor system fordetecting a crash involving the vehicle; a seat for occupancy by anoccupant to be protected by said at least one airbag, said seat includesan associated seatbelt having a buckle; a seat sensor system arranged todetermine parameters relating to said seat, said seat sensor systemincluding a seat belt buckle sensor system arranged to determine whethersaid seatbelt is buckled; and a control system for controllingdeployment of said at least one airbag, said control system beingcoupled to said seat sensor system and said crash sensor system anddetermining deployment parameters for said at least one airbag upondetection of a crash by said crash sensor system based only on thedetermined parameters relating to said seat and not on determinedmorphological parameters of the occupant of said seat, said controlsystem being arranged to suppress deployment of said at least one airbagor provide for a depowered deployment of said at least one airbag basedon the determined parameters relating to said seat, said control systemdetermining deployment for said at least one airbag based on whethersaid seatbelt is buckled.
 26. A vehicle comprising: an airbag systemincluding at least one airbag having variable deployment parameters; acrash sensor system for detecting a crash involving the vehicle; a seatfor occupancy by an occupant to be protected by said at least oneairbag; a seat sensor system arranged to determine parameters relatingto said seat, said seat sensor system including a seat position sensorarranged to determine a position of said seat; and a control system forcontrolling deployment of said at least one airbag, said control systembeing coupled to said seat sensor system and said crash sensor systemand determining deployment parameters for said at least one airbag upondetection of a crash by said crash sensor system based only on thedetermined position of said seat, and no other parameters relating tosaid seat, and not on determined morphological parameters of theoccupant of said seat, said control system being arranged to suppressdeployment of said at least one airbag or provide for a depowereddeployment of said at least one airbag based on the determinedparameters relating to said seat.
 27. A method for controllingdeployment of an airbag in a vehicle, comprising: detecting a crashinvolving the vehicle; determining a position of a seat of an occupantto be protected by the airbag; and determining deployment for theairbag, upon the detection of a crash involving the vehicle, based onthe determined position of the seat, the step of determining deploymentfor the airbag including suppressing deployment of the airbag orproviding for a depowered deployment of the airbag based on thedetermined position of the seat, wherein deployment of the airbag, upondetection of the crash involving the vehicle, is based only on thedetermined position of the seat.
 28. A method for controlling deploymentof an airbag in a vehicle, comprising: detecting a crash involving thevehicle; determining a position of a seat of an occupant to be protectedby the airbag; determining an angle between a back portion and a bottomportion of the seat; and determining deployment for the airbag, upon thedetection of the crash involving the vehicle, based only on thedetermined position of the seat and the determined angle between theback portion and the bottom portion, the step of determining deploymentfor the airbag including suppressing deployment of the airbag orproviding for a depowered deployment of the airbag based on thedetermined position of the seat.
 29. A method for controlling deploymentof an airbag in a vehicle, comprising: detecting a crash involving thevehicle; determining a position of a seat of an occupant to be protectedby the airbag; determining whether a seatbelt associated with the seatis buckled; and determining deployment for the airbag, upon thedetection of the crash involving the vehicle, based only on thedetermined position of the seat and whether the seatbelt is buckled, thestep of determining deployment for the airbag including suppressingdeployment of the airbag or providing for a depowered deployment of theairbag based on the determined position of the seat.
 30. A method forcontrolling deployment of an airbag in a vehicle, comprising: detectinga crash involving the vehicle; determining parameters relating to a seatof an occupant to be protected by the airbag; and determining deploymentfor the airbag, upon the detection of a crash involving the vehicle,based only on the determined parameters relating to the seat and not ondetermined morphological parameters of the occupant of the seat, thestep of determining parameters relating to the seat consists ofdetermining a fore and aft position of a bottom portion of the seat suchthat only the seat position is determined and no other parametersrelating to the seat, the step of determining deployment for the airbagincluding suppressing deployment of the airbag or providing for adepowered deployment of the airbag based only on the determinedparameters relating to the seat.